Professional Documents
Culture Documents
FM 5-277 1986
FM 5-277 1986
No. 5-277
*FM 5-277
HEADQUARTERS
DEPARTMENT OF THE ARMY
Washington, DC, 9 May 1986
B A I L E Y B R I D G E
*This publication supersedes
TM 5-277, 3 August 1972.
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Distribution Restriction: Approved for public release. Distribution is unlimited
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Change 1 Headquarters
Department of the Army
Washington, DC, 15 August 1991
DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.
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9 May 1986
DISTRIBUTION RESTRICTION: Approved for public release; distribution is unlimited.
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LIST OF FIGURES - BAILEY BRIDGE (FM 5-277)
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LIST OF TABLES BAILEY BRIDGE (FM 5-277)
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PREFACE
This manual is intended for use by engineer
commanders, staff officers, combat engi-
neers, and bridge specialists who are required
to build the Bailey bridge.
The purpose of this manual is to provide the
user instructions needed to build the standard
Bailey bridge and its several variants. It
describes bridge components, loading and
transport, methods of assembly, and main-
tenance. It also describes special applica-
tions, such as two-lane, extra-wide, deck,
railway, pier- and barge-supported bridges,
and towers built from Bailey bridge compo-
nents.
The Bailey bridge has several distinctive
features. It is built by manpower alone. It is
made entirely from prefabricated parts, the
most notable of which are its light-steel
panels linked by pinned joints. It is a
through-type bridge. And it can be moved
from one site to another.
The Bailey bridge was invented by Donald
Coleman Bailey, an English civil engineer.
In 1941, Bailey gave his first sketch of the
bridge to the British War Office which paid
him the equivalent of $48,000 in 1985
American currency.
The Bailey bridge used in World War II was
designed to be moved, rebuilt, or replaced in
several hours, even under enemy fire. It was
used widely and well by Allied armies in Italy
and northwest Europe, 1943-45. British Field
Marshal Lord Bernard Law Montgomery
said: Without the Bailey bridge, we should
not have won the war. It was the best thing in
that line we ever had. Donald Bailey was
knighted in 1946 for this contribution to the
Allied victory in World War II.
The proponent agency of this publication is
the US Army Engineer School. Submit
changes for improving this publication on
DA Form 2028 (Recommended Changes to
Publications and Blank Forms) and forward
to Commandant, US Army Engineer School,
ATTN: ATZA-TD-P, Fort Belvoir, Virginia
22060-5291.
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CHAPTER 1
HI STORY AND USE OF THE BRI DGE
This change supersedes page 2.
At the outset of World War II, the United
States (US) Army sought a versatile bridge
that could span a variety of gaps and be
quickly assembled by manpower alone. For
this reason, we adopted the design for the
British prefabricated Bailey bridge, US
nomenclature Ml. We revised the design to
provide a greater roadway width of 12% feet
and designated it the Panel Bridge, Bailey
M2 (Figure l-l). The British then modified
the US version by widening the bridge again,
thus producing the extra-wide Bailey M3
bridge. The US Army does not stock the M3
bridge in its arsenal. The Bailey bridge is a
through-type truss bridge, the roadway being
carried between two main girders. The trusses
in each girder are formed by 10-foot panels
pinned end to end. In this respect, the Bailey
bridge is often referred to as the panel or
truss bridge.
ADVANTAGES
Some of the characteristics that make the
Bailey bridge valuable to field commanders
are
It is easy to install. Each part of the
Bailey bridge is a standard machine-
made piece and is interchangeable among
spans. Inmost cases, no heavy equipment
is required to assemble or launch a Bailey
bridge; only basic pioneer skills and equip-
ment are needed.
It is highly mobile. All parts of the bridge
can be transported to and from the bridge
site by 5-ton dump trucks and trailers.
It is versatile. Standard parts can be used
to assemble seven standard truss designs
for efficient single spans up to 210 feet
long and to build panel crib piers sup-
porting longer bridges. With minor non-
standard modifications, the expedient
uses of bridge parts are limited only by
the users imagination.
CONSTRUCTION
Transverse floor beams, called transoms, are
clamped to the bottom chords of the trusses
and support stringers and decking. Sway
braces between the girders provide horizontal
bracing; rakers between the trusses and
transoms keep the trusses upright; and
bracing frames and tie plates between the
trusses provide lateral bracing within each
girder.
Main girders
The main girders on each side of the center-
line of the bridge can be assembled from a
single truss or from two or three trusses side
by side. For greater strength, a second story
of panels can be added to the trusses. The
upper stories are bolted to the top chord of the
lower story. For greatest strength, a third
story is added. These three basic types are
shown in Figure 1-2 (page 4). The types of
possible truss assemblies are given in Table
1-1 (page 4). A single-truss, double-or triple-
story bridge is never assembled because it
would be unstable. All triple-story bridges
with the deck in the bottom story are braced
at the top by transoms and sway braces
which are fastened to overhead-bracing sup-
ports bolted to the top chords.
Materials
The decking, called chess, is wood. Panels,
end posts, transoms, and ramps are a low-
alloy, high-tensile steel. All other parts are
carbon structural steel. All joints in the parts
are welded.
Deck
The clear roadway between curbs, called rib-
bands, is 12 feet 6 inches wide. The transoms
supporting the roadway are normally set on
the bottom chords of the bottom story. Foot-
walks can be carried on the transoms outside
of the main trusses on each side of the bridge.
Bearings
End posts pinned to the end of each truss sit
on cylindrical bearings which rest on a steel
base plate. On soft soil, timber grillage is
used under the base plates to distribute the
load. The bridge can be assembled between
banks of different elevations, but the slope
should not exceed 30 to 1.
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This change supersedes page 3.
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TYPES OF STRUCTURES
Panel bridge equipment can be used to
assemble fixed bridges and panel crib piers
and towers. Other special structures such as
floating bridges, suspension bridges, retract-
able bridges, and mobile bridges, can be
assembled using special parts. Panel bridge
equipment is normally used to assemble fixed
simple-span, through-type bridges from 30 to
210 feet long. The bridge can be assembled to
meet varying conditions of span and load.
Bridge weight per bay is given in Table 1-2
(page 5). The following special assemblies are
also possible:
Two-lane, through-type bridges; deck-type
bridges; railway bridges; bridges on piers;
and floating bridges can be built with
panel bridge equipment.
Panel crib piers and towers up to 70 feet
high supporting continuous spans, and
up to 110 feet high supporting broken
spans, can be assembled with panel bridge
equipment and special crib-pier parts.
Many expedient structures can also be
built with panel bridge equipment. These
include causeways, box anchors, towers
for floating bridge cables, and loading
hoppers and gantries.
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This change supersedes page 5.
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CHAPTER 2
B AS I C E QUI P ME NT
BRIDGE PARTS 6
ERECTION EQUIPMENT 15
BRIDGING TRUCK LOADS 19
The Bailey M2 bridge set contains 29 different
items of bridge parts and 30 items of erection
equipment. Table A-1 in Appendix A shows
the number of parts needed to build a specific
Bailey bridge.
BRIDGE PARTS
WARNING: Due to the size and weight of
components, personnel are advised to use
extreme care when handling them. Failure
to do so may result in serious.
PANEL
The panel (Figure 2-1) is the basic member of
the bridge. It is a welded, high-tensile steel
truss section 10 feet (3.0 meters) long, 5 feet 1
inch (1.5 meters) high, and 6 1/2 inches (16.5
centimeters) wide. It weighs 577 pounds (262
kilograms) and can be carried by six soldiers
using carrying bars.
The horizontal members of the panel are
called chords. Both chords have male lugs at
one end and female lugs at the other. Panels
are joined end to end by engaging these lugs
and placing panel pins through the holes in
the lugs. On the top of the bottom chord are
four seatings or dowels. The beams that
PANEL PIN
support the bridge roadway will be clamped The panel pin (Figure 2-2) is 8 5/16 inches (21.1
to these dowels. Table 2-1 lists the holes in the centimeters) long, 1 7/8 inches (4.8 centimeters)
panel. in diameter, and weighs 6 pounds (2.7 kilo-
grams). It has a tapered end with a small hole
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for a retainer clip. A groove is cut across the
head of the panel pin parallel to the bridge
pin retainer hole. Panel pins should be
inserted with the groove horizontal; other-
wise, the flanges of the panel chord channels
make it difficult to insert the retainer clip.
WARNING: Never jack against transoms
that are held in place by transom clamps, as
the clamps will fail. This failure may result
in severe injury or death and/or extreme
damage to bridge components.
SHORT PANEL PIN
The short panel pin (Figure 2-3) is 3/4 inch (1.9
centimeters) shorter than the normal panel
pin and weighs 5.8 pounds (2.6 kilograms). It
is used to pin the end posts of the outer and
middle trusses in a triple-truss bridge.
TRANSOM
The transom (Figure 2-4, page 8) is a steel
beam that supports the floor system of the
bridge. It is 10 inches (25.4 centimeters) by 19
feet 11 inches (6.1 meters) long. It has a 4 1/2-
inch (11.4 centimeters) flange and a 5/16-inch
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WARNING: Sway brace is a multi-hinged
component; use care when handling to
prevent injury.
(0.8 centimeter) cover plate on each flange.
The transom weighs 618 pounds (280 kilo-
grams). It can be carried by eight soldiers
using carrying tongs clamped to the upper
flange or carrying bars inserted through
holes in the web.
SWAY BRACE
The sway brace (Figure 2-6) is a 1 1/8-inch (2.9
centimeters) steel rod, hinged at the center,
The underside of the transom has six holes
into which the panel dowels fit. The transom
rests on the lower chord of the panel and is
held in place with a transom clamp. The
upper side of the transom has six lugs with an
additional lug near each end. The stringers
and rakers (explained later in this chapter)
attach to these lugs.
Transoms are normally spaced 5 feet (1.5
meters) apart, one at the middle and one at
the end of each panel, to support vehicles of
class 70 or less. Four transoms per baytwo
in the middle and one at each end of the
panelare required to support vehicles over
class 70.
WARNING: Transom clamp is a hinged
component; use care when handling to
prevent injury.
TRANSOM CLAMP
The transom clamp (Figure 2-5) is a hinged
screw-in type clamp, 13 1/2 inches (34.3 centi-
meters) high and 8 inches (20.3 centimeters)
across the top. It weighs 7 pounds (3.2 kilo-
grams). It clamps the transom to the vertical
and bottom chord of the panel. It is tightened
by a vise-handled screw.
and adjusted by a turnbuckle. It weighs 68
pounds (30.8 kilograms). At each end is an
eye, and a chain with a pin attached. This pin
is inserted through the eye to the sway brace
to the panel. The sway brace is given the
proper tension by inserting the tail of an
erection wrench in the turnbuckle and
screwing it tight. The locknut is then screwed
up against the turnbuckle. Two sway braces
are required in the lower chord of each bay of
the bridge, except the first bay of the
launching nose, and in each bay of overhead
bracing.
RAKER
The raker (Figure 2-7) is a 3-inch (7.6 centi-
meters) steel beam with a 2 3/8-inch (6.0 centi-
meters) flange. It is 3 feet 8 5/16 inches (1.11
meters) long and weighs 22 pounds (10.0
kilograms). A raker connects the ends of the
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transom to the top of one end of each panel of
the inner truss. This prevents the panels from
overturning. An additional raker is used at
each end of the bridge. Both ends of the raker
have hollow dowels for the bracing bolts. The
dowels fit through a hole in the panel and a
hole in the transom.
BRACING FRAME
The bracing frame (Figure 2-8) is a rec-
tangular frame, 4 feet 3 inches (1.3 meters) by
1 foot 8 inches (50.8 centimeters) with a
hollow conical dowel in each comer. It weighs
44 pounds (20.0 kilograms). The bracing
frame is used to brace the inner two trusses
on each side of the double- and triple-truss
bridge. Bracing bolts attach the bracing
frames horizontally to the top chords of the
bridge, and vertically on one end of each
panel in the second and third stories.
TIE PLATE
A tie plate (Figure 2-9, page 10) is a piece of
flat steel 2 1/2 by 3/8 by 12 inches (6.4 by 1.0 by
30.5 centimeters) weighing 3 1/2 pounds (1.6
kilograms). It has a hollow conical dowel at
each end. The tie plate is used only in triple-
truss bridges. It secures the second truss to
the third truss using the unoccupied raker
holes in the panels at each joint and at the
ends of the bridge.
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BRACING BOLT
A bracing bolt (Figure 2-10) is 3/4 inch
(1.9 centimeters) in diameter, 3 1/2 inches
(8.9 centimeters) long, and weighs about
1 pound (0.5 kilograms). A special lug on its
head prevents rotation when the bolt is
tightened. A l 1/8inch (2.9 centimeters) wrench
is used to tighten it. The bracing bolt is used
to attach rakers, bracing frames, and tie
plates to panels. It is inserted into the hollow
dowels of the braces to draw parts into proper
alignment.
CHORD BOLT
A chord bolt (Figure 2-11) is 1 3/4 inches (4.4
centimeters) in diameter, 10 1/2 inches (26.7
centimeters) long, and weighs 7 1/2 pounds (3.4
kilograms). It is tapered through half its
length to assist in drawing the panels into
alignment. A 1 7/8-inch (4.8 centimeters)
wrench is used to tighten the bolt. Chord
bolts join the panels, one above the other, to
form double and triple-story bridges. Two
bolts per panel pass upward through holes in
the panel chords and are tightened with nuts
on the lower chord of the upper story. They
are also used to fasten overhead bracing
supports to the top panel chord.
STRINGERS
Stringers (Figure 2-12) carry the bridges
roadway. Each stringer consists of three 4-
inch (10.2 centimeters) steel beams, 10 feet
(3.0 meters) long, joined by welded braces.
There are two types of stringers: plain
stringers weighing 260 pounds (118 kilo-
grams) and button stringers weighing 267
pounds (122 kilograms). They are identical
except that the latter has 12 buttons which
hold the ends of the chess (roadway) in place.
Each bay of the bridge has six stringers: four
plain stringers in the middle, and a button
stringer on each side. The stringers are posi-
tioned by the lugs on the top of the transoms.
CHESS
Chess (Figure 2-13), often referred to as deck
or decking, form the road surface. A piece
of chess is 2 inches (5.1 centimeters) by
8 3/4 inches (22.2 centimeters) by 13 feet
10 inches (4.2 meters). It is made of wood and
weighs 65 pounds (29.5 kilograms). It is
notched at the ends to fit between the buttons
of the bottom stringer. Each bay of the bridge
contains 13 chess, which lie across the
stringers and are held in place by the buttons.
Chess are held down by ribbands.
STEEL RIBBAND (CURBS)
A ribband (Figure 2-14) is a metal curb
8 inches (20.3 centimeters) high and 10 feet
(3.0 meters) long. It weighs 162 pounds (73.5
kilograms). It is fastened to the button
stringers by four J-type ribband bolts.
RIBBAND BOLT
A ribband bolt (Figure 2-15) is a J-type bolt, 1
inch (2.5 centimeters) in diameter and 8 5/8
inches (21.9 centimeters) long. It weighs 4 1/2
pounds (2.0 kilograms). A 1 1/2-inch (3.8 centi-
meters) wrench is used to tighten it. The
ribband bolt fastens the ribband to the button
stringers and ramps. The hook end of the bolt
grips the lower flange of the outer beam of the
button stringer or ramp.
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END POSTS
End posts (Figure 2-16, page 12) are used on
both ends of each truss of the bridge to take
the vertical shear. They are placed only on
the story carrying the decking. They are 5-
foot 8-inch (1.7 meters) columns made of two
4-inch (10.1 centimeters) channels and plates
welded together. There are two types; male
and female, having male and female lugs,
respectively. These lugs are secured to the
end panels of the bridge by panel pins placed
through holes in the lugs. The male and
female end posts weigh 121 and 130 pounds
(54.9 and 59.0 kilograms), respectively. End
posts have a step to support a transom outside
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the panel at one end of the bridge. In jacking
the bridge, the jack is placed under the step.
The lower end of the end post has a bearing
block with a semicircular groove which fits
over the bearing.
BEARING
The bearing (Figure 2-17) spreads the load of
the bridge to the base plate. A bearing is a
welded steel assembly containing a round
bar which, when the bridge is completed,
supports the bearing blocks of the end posts.
During assembly of the bridge, it supports
the bearing block of the rocking roller (ex-
plained later in this chapter). The bar is
divided into three parts by two intermediate
sections that act as stiffeners. The bearing is
4 5/16 inches (11.9 centimeters) high and
weighs 68 pounds (30.8 kilograms). One
bearing is used at each corner of a single-
truss bridge and two bearings per corner for a
double- or triple-truss bridge.
BASE PLATE
The base plate (Figure 2-18) is a welded steel
assembly with built-up sides and lifting-hook
eyes on the top at each corner. It is used under
the bearings to spread the load from the
bearings over the ground or grillage. The
bottom surface of the baseplate is 13 1/2 square
feet (1.25 meters 2). The base plate weighs 381
pounds (173 kilograms) and is large enough
for the bearings at one corner of a single-,
double-, or triple-truss bridge. Bearings can
slide 9 inches (22.9 centimeters) longitudi-
nally on the baseplate. The numbers 1,2, and
3 are embossed on the edges of the base plate
to indicate the position of the plate under the
inner truss of single-, double-, and triple-truss
bridges respectively.
RAMPS
Ramps (Figure 2-19) are similar to stringers
but consist of three 5-inch (12.7 centimeters),
instead of 4-inch (10.2 centimeters), steel
beams. They are 10 feet (3.0 meters) long and
are joined by welded braces. The lower surface
of the ramp tapers upward near the ends.
There are two types of ramps: plain ramps
weighing 338 pounds (153 kilograms), and
button ramps weighing 349 pounds (158 kilo-
grams). They are identical except that. the
latter have 12 buttons which hold the ends of
the chess in place. The ends of the ramps fit
into lugs on the transoms at the ends of the
bridge.
RAMP PEDESTAL
Ramp pedestals (Figure 2-20) are built-up
welded steel assemblies weighing 93 pounds
(42.2 kilograms). They prevent the transoms
supporting multiple-length ramps from over-
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turning and spread the transom load over the
ground. They are held in place by spikes or
pickets driven through holes in their base
plates.
FOOTWALK
The footwalk (Figure 2-21, page 14) may be of
wood or aluminum. The wood footwalks are 2
feet 6 inches (0.8 meter) wide and 10 feet (3.0
meters) long. The aluminum footwalks are
25 3/4 inches (65.4 centimeters) wide and 9 feet
11 1/2 inches (3.0 meters) long. Supported on
footwalk bearers, footwalks are laid along
the outer sides of the bridge for use by foot
troops.
FOOTWALK BEARER
A footwalk bearer (Figure 2-22) is a built-up
beam of pressed steel 4 feet (1.2 meters) long,
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weighing 23 pounds (10.4 kilo grams). Bearers
are attached to all transoms and hold the
footwalk post.
FOOTWALK POST
A footwalk post (Figure 2-23) is 4 feet (1.2
meters) high, weighs 10 pounds (4.5 kilo-
grams), and is fitted into every footwalk
bearer. Hand ropes are threaded through two
eyes on each post and secured either to
holdfasts on the banks or end footwalk posts.
OVERHEAD-BRACING SUPPORT
The overhead-bracing support (Figure 2-24)
is used to clamp overhead transoms and
sway braces to trusses for overhead bracing
of triple-story bridges. The support is a welded
metal assembly that weighs 150 pounds (68.0
kilograms). It is fastened to the tops of third-
story panels by chord bolts. A transom is
seated over the pintles on top of the support
and secured by cleats over the lower flange
held by four nuts and bolts. One support per
girder is placed on each bay of bridge.
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ROCKING ROLLER
The rocking roller (Figure 2-25), weighing 206
pounds (93.4 kilograms), consists of three
rollers housed in a balanced arm which fits
over the bearing, and is free to rock on it. Two
side rollers on the flange on each side of the
rocking roller frame act as guides for the
trusses. The side rollers can be removed from
the flanges by removing split pins from
spindles underneath the flange; they then
remain loosely attached to the frame by a
chain. The rollers distribute the bridge load
along the bottom chord during launching.
The maximum allowable load on one rocking
roller is 30 tons (27.2 metric tons).
ERECTION EQUIPMENT
PLAIN ROLLER
The plain roller (Figure 2-26) is 2 feet 1 1/2
inches (64.8 centimeters) wide and weighs
116 pounds (52.6 kilograms). It consists of a
welded housing containing a single roller
split in two. The maximum allowable load on
one roller is 10 tons (9.1 metric tons). Trusses
of single-truss bridges can be carried on
either half of the roller. Second and third
trusses of triple-truss bridges are carried on
both halves.
TRANSOM ROLLER
The transom roller (Figure 2-27) is a roller
having an outside diameter of about 1 7/8
inches (4.8 centimeters) (or 1 1/2-inches [3.8
centimeters] extra-heavy steel pipe) and a
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length of 6 5/8 inches (16.8 centimeters). The
roller is fitted with bronze bushings at each
end and revolves on a l-inch (2.5 centimeters)
diameter steel pin mounted in a steel frame
which is built up from standard steel bars
and angles. The roller assembly is 8 inches
(20.3 centimeters) long, 7 5/8 inches (19.4 centi-
meters) wide, and 5 3/4 inches (14.6 centimeters)
high overall. It weighs about 12 pounds (5.4
kilograms). The roller is used to make the
placement and removal of transoms easier
during the assembly and disassembly of the
bridge.
WARNING: Two personnel are required
on each jack handle to operate jack. These
two persons must work together to prevent
either from taking all of the load.
JACK
The jack (Figure 2-28) is used to lift the bridge
on and off the rocking rollers. It is a mechan-
ical lifting jack (the type normally used in
rigging, railroad, and construction work). It
has a lifting range of 15 inches (38.1 centi-
meters) and a capacity on the top of 15 tons
(13.6 metric tons). When the weight is carried
on its toe, its capacity is only 7 1/2 tons (6.8
metric tons). Jacks from different manufac-
turers have different spacing (pitch) between
the teeth, as listed in Table 2-2. Where jacks
are lifting at the same point, all jacks used
must have the same tooth pitch so they can be
operated in unison. The jack weighs 128
pounds (58.1 kilograms).
JACK SHOE
The jack shoe (Figure 2-28)
assembly which fits over the
is a welded
bearing and
supports the jack. In jacking under the step of
the end posts, the bearing can be placed
readily without removing the jack shoe. The
shoe is 4 3/16 inches (10.6 centimeters) high
and weighs 36 pounds (16.3 kilograms). It fits
over the bearing on the base plate.
WRENCHES
The wrenches provided in the bridge set are
shown and listed in Figure 2-29.
PANEL LEVER
The panel lever (Figure 2-30), used in assem-
bling the second and third trusses after the
first truss is in place over the gap, is a wooden
bar 7 feet 9 inches (2.4 meters) long weighing
48 pounds (21.8 kilograms). It has a fulcrum
near the center and a lifting link at the end.
The lifting link has a swiveling crosspiece
which can be readily attached to the top of a
panel by passing it through the upper chord
and turning it. The upper end of the link
slides in a slotthe inner end of the slot is
used when erecting the second truss, the
outer end is used when erecting the third
truss. The fulcrum is always placed on the top
of the first truss. Two levers per panel are
required, with two soldiers operating each
lever.
CARRYING BAR AND TONGS
A wooden carrying bar (Figure 2-31) is 3 feet 6
inches (1.1 meters) long and reinforced by a
steel band at the middle. It is used to carry
panels and transoms. It weighs 8 pounds (3.6
kilograms). Carrying tongs are steel and
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shaped like railroad tongs, as shown in Figure
2-32. These tongs are used to carry transoms
by clamping them over the top flange. One
soldier carries one of the two handles. Nor-
mally, four pair of tongs and eight soldiers
are used to carry a transom.
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CHORD JACK
The chord jack (Figure 2-33) consists of two
welded steel frames joined by a knuckle-
threaded screw assembly. It is operated by a
ratchet lever. The lever has a shackle at its
end to which a rope can be attached, making
operation easier. The chord jack is used to
force the panels apart so the chord lug holes
align and the chord bolts can be inserted.
PIN EXTRACTOR
The pin extractor (Figure 2-34) assists in
dismantling the bridge. After the pin has
been driven part way out, and the recess
under the head of the pin is exposed, the pin
extractor grips the pin head and forces the
pin out by a levering action. It is particularly
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useful for dismantling the third truss of a
triple-truss bridge where the closeness of the
second truss makes it impossible to drive the
pins out with a hammer.
LAUNCHING-NOSE LINK MK II
The launching-nose link Mk II (Figure 2-35)
is about 10 inches (25.4 centimeters) long and
7 inches (17.8 centimeters) wide and weighs
28 pounds (12.7 kilograms). It consists of two
steel frames welded back to back. The lugs of
two panels fit into the link. The sides of the
link have holes into which panel pins can be
inserted. The links lie flush with the underside
of the bottom chords and have a false flange
welded on the bottom edge so the bridge can
be rolled out on launching rollers. It also has
a pintle on the top to seat a transom.
Launching-nose links overcome the sag
occurring when the launching nose is canti-
levered over the gap. They are also used
between the upper jaws of span junction
posts during the launching of broken-span
bridges.
TEMPLATES
Two types of templates are provided, one to
locate the bearings for the rocking rollers and
the other for the plain rollers. The rocking-
roller template (Figure 2-36) weighs 78 pounds
(35.4 kilograms) and consists of a timber base
with timber strips on top forming two spaces
large enough for rocking-roller bearings. At
one end of the template are two angle cleats
which are used as measuring points. The
plain-roller template (Figure 2-37) weighs 22
pounds (10.0 kilograms). It consists of a
timber base with timber strips on three sides
and a steel strip on the fourth. The strips
surround a space large enough for the base-of
a single plain roller. The template also has
two angle cleats at one end for measuring
points.
FM 5-277
BASIC BRIDGE SET
Parts for standard truck loads are drawn
from these basic sets. Tables A-2 and A-3 in
Appendix A list components of the M2 panel
bridge basic set. The set contains enough
parts. and equipment to install two 80-foot
(24.4 meters) double-single M2 bridges with
launching nose or one 130-foot (39.0 meters)
double-double bridge with launching nose.
Conversion Set No. 3, Panel Crib Pier, M2 is
used with equipment from the basic set to
build panel crib piers. Table A-4 in Appendix
A lists component parts of conversion set No.
3. Enough parts are issued with each of these
sets to provide the assembly of a triple-truss
pier supporting two triple-truss broken spans
and containing both horizontal and vertical
stories.
BRIDGING TRUCK LOADS
RECOMMENDED BRIDGING LOADS
The engineer company (panel bridge) nor-
mally transports one set of the Bailey bridge
on 5-ton dump trucks and 4-ton bolster
trailers. The company has two platoons, each
capable of transporting one 80-foot (24.4
meters) bridge (the most common bridge
installed). The loads shown in Figures 2-38
through 2-47 and Tables 2-3 through 2-13
(pages 20 through 30) have the following
features:
All loads are within the rated capacity of
the assigned vehicles.
The loading lends itself to stockpiling or
assembly on a restricted site. A launching
nose can be started with only three loads
on the site.
The number of trailers is 40 percent of the
number of trucks. This makes it possible
to use trucks to tow trailers if necessary.
Erection equipment is spread over four
trucks and one trailer, thereby minimizing
the effect of loss or breakdown.
Trucks are loaded with all the female or
all the male panel ends toward the rear of
the vehicles.
Steel cables are used for tiedowns on all
truckloads.
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20
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22
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25
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Conversion set No. 3 is carried in 2 crib-pier
loads. Information on the capabilities of dif-
ferent standard truck loads is given in Table
2-13, and Tables A-5 and A-6 in Appendix A.
BAY LOADS
The recommended bridge load for combat
operations is the bay load (Figure 2-47, page
30). Each bay load truck contains all the
parts, except transoms, required for one bay
(10 feet) (3.0 meters) of double-single Bailey
bridge. This loading lends itself well to most
combat engineer Bailey bridge missions.
Table 2-14 (page 30) lists the parts found in
the bay load. Four-ton bolster trailers carry
the transoms with the bridge load mentioned
earlier. The bay load is designed to be easily
unloaded by crane. However, the load may
also be unloaded by hand or dumped if a
crane is not available. If the load is dumped,
take care not to damage the chess. For a
complete bridge, parts and grillage,
launching nose, ramp, footwalk, spares, and
overhead-bracing loads must also
be included.
29
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CHAPTER 3
PLANNI NG AND ORGANI ZATI ON
Each bridge site must be reconnoitered to
select the site most economical in use of
available personnel, equipment, and time.
The reconnaissance officer must be told the
following before making the reconnaissance
Where bridge is needed. The general
location of the bridge is determined by
tactical requirements.
Class of bridge needed. The class of the
bridge is determined by the type of
vehicles it must carry.
When bridge is needed. The time set for
the bridge to become operational affects
seriously planning for the mission.
Who is to construct the bridge.
SITE RECONNAISSANCE
A thorough evaluation of information from
preliminary studies may aid the reconnais-
sance by limiting it to a few suitable sites.
Sources of preliminary information are intel-
ligence studies and reports, interviews with
local civilians, maps, aerial photographs
(including stereo-pairs), and aerial recon-
naissance.
SITE SELECTION
Whenever possible, make aground reconnais-
sance. The following site selection factors are
desirable for a panel bridge:
There should be access routes at each end
of the bridge tying into the main road net.
These routes should not require excessive
maintenance or preparation.
Approaches should require little prepara-
tion. These approaches should be two
lane and straight for 150 feet (45.7 meters)
at each end of the bridge. Their slope
should not exceed 10 percent (1 in 10).
Special consideration must be given to
the amount of work required to prepare
the approaches and piers, since this work
frequently takes as much time as the
bridge installation itself.
Banks should be firm and stable and of
about equal height.
The site should be large enough for
assembly of the bridge and wide enough
for unloading and stacking the parts and
erection tools. The approach road often
provides such space.
There should be a turnaround area large
enough to allow trucks and bolster trailers
to completely turn around so they can
back into the site. This area is normally
located about 50 feet (15.2 meters) from
the bridge site.
There should be space for an engineer
equipment parka covered and concealed
area to 5 kilometers behind the bridge
site, in which to store vehicles and
equipment when not in use at the bridge
site.
A bivouac site for construction and main-
tenance crews and crossing noncommis-
sioned officer in charge should be
available.
Following the reconnaissance, make out a
report. The reconnaissance report describes
every usable site reconnoitered, and recom-
mends a site. The report includes
Location of site.
Width at gap.
Length, truss type, and type of grillage of
bridge that would be assembled at site.
Slope of bridge.
Condition of banks and capacity of
abutments.
Proposed location of site layout.
Site preparation required.
Recommended method of transporting
troops and equipment to far bank.
Sketch showing profile of centerline of
the bridge, extending 100 feet (30.5 meters)
31
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on the near shore and 50 feet (15.2 meters)
on the far shore.
Sketch showing layout of assembly site,
and location of turnaround and engineer
equipment park.
Truck route to bridge site from engineer
equipment park.
SITE LAYOUT
When the bridging is being unloaded directly
from the trucks, the site must be cleared for at
least as long as the width of the gap, but the
width of the site need only be the width of the
approach. If the bridging is to be unloaded
and stacked at the site, the site must be about
150 feet (45.7 meters) wide. The stacks are
arranged as shown in Figure 3-1. In restricted
areas, 30 feet (9.1 meters) should be available
at least on one side of the bridge to permit
insertion of transoms. Otherwise, transoms
must be threaded from within two bridge
truss girders.
ORGANIZATION
The work force is normally organized into
unloading parties and an assembly party.
Each unloading party consists of one non-
commissioned officer and eight soldiers. The
number of unloading parties depends on the
length and type of the bridge (Table 3-l).
Unless an unusually large cleared area exists
at the site, no more than three or four un-
loading parties will be able to work efficiently
at one time.
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WARNING: The left rear soldier calls the
lift commands after ensuring that all crew
members are prepared to lift to prevent
injury.
The various details in the assembly party are
shown in Table 3-2. In most cases, this in-
cludes the panel, transom, bracing, and
decking details. The duties of the panel detail
are as follows:
5.
1
2
It carries, places, and pins together panels
in the launching nose and bridge.
As soon as all panels are in place, it
divides into two crews. One crew crosses
to far bank and begins dismantling the
launching nose. The other carries neces-
sary parts to the far bank for completion
3
4
of the end of bridge and installation of the
ramp.
6
It reforms as a single detail and completes
dismantling of the launching nose.
It installs far-bank end posts.
It jacks down far end of bridge.
It installs far-bank ramp, placing chess and
ribbands.
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Duties of the transom detail areas follows:
1 It carries, places, and clamps down tran-
soms.
2 It removes plain rollers on near bank.
3 It installs end posts on near bank.
4 It helps decking detail in jacking down
near end of bridge.
5 It installs near-bank ramp and helps
decking detail in placing chess and rib-
bands on it.
Duties of the bracing detail are to obtain,
install, and adjust the following parts:
Sway braces.
Rakers.
Bracing frames, on all but single-single
bridges.
Chord bolts, on double- and triple-story
bridges only.
Tie plates, on triple-truss bridges only.
Overhead-bracing supports, on triple-
story bridges only.
Duties of the decking detail areas follows:
1 It assists panel detail in starting assembly
of the launching nose.
34
2 It lays stringers, chess, and ribbands on
bridge.
3 It jacks down near end of bridge.
4 It lays chess and ribbands on near-bank
ramp.
ASSEMBLY TIME
Time for assembly and installation of a
normal bridge is given in Table 3-3. Table 3-3
shows estimated times for daylight assembly
and launching of various lengths of different
types of bridges when built by manpower
alone and when using one crane. Times do
not include preparation of site and layout of
rollers. These times assume there is a favor-
able assembly site, trained personnel are
available, equipment is stacked at the site,
and footwalks are omitted. Use of untrained
troops, poor weather, various terrain condi-
tions, and enemy activity will lengthen
assembly time by 30 percent. Added time
must also be allowed for placing wear treads.
Add to 4 or more hours for preparation of
site and layout and placing of rollers (de-
pending upon the amount of work required to
level site, install grillages, and crib up rollers).
Add hour for unloading from trucks if
separate unloading parties are available. If
not available, add 1 to 2 hours according to
type of bridge. For blackout conditions,
increase daylight times by 50 percent. For
mission-oriented protection posture (MOPP)
conditions, increase final construction (all
other conditions considered) by 50 percent.
FM 5-277
INSTALLATION PROCEDURE
Installation procedure begins with site prep-
aration (clearing mines, removing obstacles,
constructing a turnaround for trucks). Instal-
lation then includes the following steps: roller
layout (including baseplates), unloading of
bridge equipment, bridge assembly and
launching, bridge jackdown and ramp assem-
bly, and installation of wear treads and
footwalks.
MOVEMENT CONTROL
Proper planning for the movement of bridge
trucks is important in providing, without
confusion, the bridge equipment when it is
needed. If the equipment is to be stacked at
the site, time the transportation to arrive as
soon as the stacking site is ready.
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CHAPTER 4
F I ELD DESI GN AND CLASSI F I CATI ON
LENGTH, TRUSS TYPE, AND GRILLAGE TYPE 36
LAUNCHING NOSE 49
ROLLERS AND JACKS 51
RAMP REQUIREMENTS 52
EXAMPLE FIELD DESIGN PROBLEM 54
BRIDGE CLASSIFICATION 56
The Bailey bridge may be adapted to fit mined. Finally, the required grillage is
almost any gap. The field design procedure determined. However, the grillage type may
first determines the initial length of bridge cause a change to the initially determined
required, and then the truss type needed to bridge length. If so, the truss type will have to
carry the required class of traffic is deter- be rechecked, as well as the grillage type, for
LENGTH, TRUSS TYPE, AND GRILLAGE
DETERMINING INITIAL
BRIDGE LENGTH
The initial bridge length is determined by
adding the width of the gap, the safety
setbacks, and the roller clearances.
Gap
The measurement of the gap depends on the
condition of the abutments (Figure 4-1). These
are usually classified as prepared, unpre-
pared, or a combination of the two.
Prepared abutments are abutments which
can hold the bridge load close to the face
without failing. Examples of prepared abut-
ments are mass concrete, headwall with piles,
36
and headwall with footers and deadman.
Technical Manual (TM) 5-312 gives more
detailed information on prepared abutments.
The gap is measured between the faces of two
prepared abutments.
An unprepared abutment is one which would
probably fail if the bridge load were applied
close to its edge. Examples of unprepared
abutments are natural slopes, demolished
abutments, or abutments with headwalls that
are not strong enough to hold the load. The
gap is measured from the toe of the slope of
one unprepared abutment to the toe of the
slope of the other.
the new bridge length. To complete the field
design, the number of rollers and jacks needed
must also be determined.
TYPE
If both prepared and unprepared abutments
exist on one bridge site, the gap is measured
from the face of the prepared abutment to the
toe of the slope of the unprepared abutment.
Caution: Care must be taken when
completing the design process or the
bridge will fail. Abutment types and
location of the toe of the slope for
unprepared abutments should be done
carefully. Incorrectly classifying
abutment types or locating the toe of
the slope is the most common and
dangerous design mistake. When in
doubt, always classify the abutment
as unprepared. If an abutment is par-
FM 5-277
tially prepared, determine the toe of
the slope at the base of the prepared
face. If the face is in poor condition,
determine the "real" toe of slope. Be
sure to remember to measure bank
height at the toe of the slope.
Safety setback
Safety setback is the minimum distance that
each rocking roller must be behind the bank
of the gap. This distance depends on the
condition of the abutments on each bank
(Figure 4-2). If the bridge site has prepared
abutments, the rocking rollers are set back a
minimum of 3 feet 6 inches (1.1 meters) from
the edge of the abutment.
When unprepared abutments exist, the safety
setback must be calculated. If the rollers are
placed too close to the edge of the gap, the soil
may fail during launching. Therefore, place
the rocking rollers at a location behind the
toe of slope of the soil. For field design, the toe
of slope is where the banks surface is 45
degrees (an average value) from the hori-
zontal direction. This would mean that the
rocking roller should be set back a distance
equal to the height of the bank. However, an
additional safety factor of 50 percent is added.
Therefore, the safety setback is 1.5 times the
bank height. The bank height is measured
from the toe of the slope to the ground level at
the abutment. The safety setback is measured
back from the toe of the slope.
EXAMPLE:
Given:
Unprepared abutment
Bank height 8 feet (2.44 meters)
Required:
Determine the safety setback (SS)
Solution:
Safety setback = 1.5x bank height
or 1.5 x 8 feet = 12 feet (3.66 meters)
Roller clearance
Roller clearance is the distance from the
center of the rocking roller to the center of the
bearing on which the bridge end posts will
rest (Figure 4-3, page 38). The normal roller
clearance, about 2 feet 6 inches (0.76 meters),
is always used when determining the initial
bridge length. The actual roller clearance will
be determined by the type of grillage used.
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An example of computing bridge length with
both abutments prepared (Figure 4-4) is as
follows:
Given:
Gap is 56 feet (17.07 meters)
(abutment to abutment)
Required:
Determine initial bridge length
Solution:
Initial bridge length (bL
i
) = gap +
safety setbacks + roller clearances
3 8
bL
i
= 56 feet+ (3.5 feet+ 3.5 feet) +
(2.5 feet + 2.5 feet)
bL
i
= 68 feet (20.73 meters)
Round up to the next 10-foot (3.05 meters)
length to equal 70 feet (21.37 meters)
An example of computing bridge length with
both abutments unprepared (Figure 4-4) is as
follows:
Given:
Gap measurement (toe to toe)
57 feet (17.37 meters)
Bank heightNear shore: 9 feet
(2.74 meters)
Far shore: 12 feet
(3.66 meters)
Required:
Determine initial bridge length
Solution:
bL
i
= gap + safety setbacks + roller
clearances
bL
i
= 57 feet + [1.5(9 feet) +
1.5 (12 feet)] + (2.5 feet+ 2.5 feet)
= 93.5 feet (28.5 meters)
bL
i
= 95.5 (29.11 meters)
Round up to the next 10 feet (3.05 meters)
to equal 100 feet (30.48 meters)
An example of computing bridge length with
one prepared and one unprepared abutment
(Figure 4-4) is as follows:
Given:
Gap measurement (toe to toe)
53 feet (16.15 meters)
Bank height unprepared shore
10 feet (3.05 meters)
Required:
Determine initial bridge length
FM 5-277
Solution:
bL
i
= gap + safety setbacks +
roller clearances
bL
i
= 53 feet+ [3.5 feet+
1.5(10 feet)] + (2.5 feet + 2.5 feet)
bL
i
= 76.5 feet (23.32 meters)
Round up to 80 feet (24.38 meters)
TRUSS TYPE
The required truss type for a given length of
Bailey bridge to carry a specified class of
traffic is found in Table A-7 in Appendix A.
The actual class of the bridge maybe greater
than required, but not less.
Note: The truss type required for a normal
crossing is always used unless otherwise
directed by the field commander.
EXAMPLE:
Given:
Bridge length 80 feet
(25.97 meters)
Required class 60 wheel/60 track
Required:
Determine the truss type required
Solution:
From Table A-6 in Appendix A TYPE OF GRILLAGE NEEDED
Truss type: triple-single The end posts at each end of the bridge are
Design class 85 wheel/80 track supported by bearings set on base plates.
During launching, the entire weight of the
bridge is carried by the near-bank rocking
rollers, which rest on rocking-roller tem-
plates. Grillages are used to spread the load
over a larger area (Figures 4-5 through 4-11,
pages 40 through 44) when the soil-bearing
capacity is exceeded. Grillages also serve as
cribbing to raise base plates or rollers to the
desired level.
Description
Grillages are made of squared timbers laid
under the base plate or roller template. These
must be carefully leveled transversely; grill-
ages on each side of the bridge must be level
with each other so that all trusses will rest on
bearing plates. If bearing plates are not level
transversely, only one truss will carry the
load at first, until deflection under load brings
the other trusses to bear. The first truss to
bear will then be overstressed before the last
truss can be fully utilized. This can result in
failure under less than the rated load of the
bridge.
Timbers for use as standard grillages are
supplied in panel bridge sets. The panel
bridge set supplies 144 each 6-by 6-inch (15.2
by 15.2 centimeters) timbers 4 feet (1.4 meters)
long, and 48 each 3- by 6-inch (7.6 by 15.2
centimeters) timbers 4 feet (1.4 meters) long
for grillage. Standard grillages using these
timbers and panel bridge parts are illustrated
in Figures 4-5 through 4-8.
On soft soils, some of the heavier bridges will
require larger grillages than can be built
from the timbers supplied in the set. For these
bridges, grillages built from 8- by 8-inch (20.3
by 20.3 centimeters) timbers are shown in
Figures 4-9 through 4-11.
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4 0
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4 1
This change supersedes page 42.
4 2
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4 3
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4 4
This change supersedes page 45. FM 5-277
Nonstandard grillages, made of other size
timbers, can be used if each layer is at least as
thick and wide as the corresponding standard
grillage. Squared timbers should be used,
since rough cut timbers often result in uneven,
wobbly cribs.
Selection of grillage
The selection of grillage is determined by the
bridge length, the truss type, and the soil-
bearing capacity. Table 4-1 give the safe
bearing pressure in tons per square foot (t/sf)
on various soils. A careful evaluation of the
soil character is essential to prevent grillage
failures. Note that in sandy or gravelly soils,
the bearing power of the soil is increased
when the grillage is dug in so that it bears on
the soil 1 feet (.46 meter) or more below the
surrounding surface.
Note: If soil-bearing capacity value from
Table 4-1 is not listed on Table 4-4, the
number must be rounded down to obtain
the proper grillage type.
Table 4-2 (page 46) gives the load on grillage
at one comer of the bridge. Note that in some
bridges the rocking-roller reaction is greater
than the base-plate reaction. Table 4-3 (page
47) gives the load capacities for the grillage in
varying soils. The type of grillage required
may be found by determining the bridge
reaction from Table 4-2 and then selecting a
grillage type from Table 4-3 which has the
required capacity for the proper soil type. The
grillage types for various soils and bridge
types are also given in Table 4-4 (page 48).
EXAMPLE:
Given:
Bridge length80 feet
(25.97 meters)
Truss typetriple-single
Soil typeloose fine sand
Required:
Determine the grillage type
required
Field solution:
From Table 4-1, soil-bearing capacity is
2 t/sf
From Table 4-4, grillage type required is
type 4
Detailed analysis:
From Table 4-2, corner reactions are 59
tons (54 metric tons)base plate, 19.0 tons
(17.2 metric tons)rocking rollers
From Table 4-3, type 4 grillage provides the
necessary capacities. Type 4 provides 71
tons (64 metric tons)base plate, 57 tons
(52 metric tons)rocking roller.
It is unlikely that the near and far banks
would have different soil-bearing capacities
but, if so, grillage is determined separately
for each bank. The maximum allowable slope
for a Bailey bridge is 1 to 30. If bank heights
differ enough to cause a greater slope, the low
end may be cribbed up to decrease the slope.
The cribbing must have at least the same
bearing area as the required grillage. If
cribbing is impractical, the high end may be
excavated to reduce the slope. Figures 4-5
through 4-11 show the dimensions and neces-
sary materials for the grillage types.
Note: Types 5, 6, and 7 are made from
materials not issued with the bridge set.
DETERMINING FINAL
BRIDGE LENGTH
The grillage type required may increase the
roller clearance. This may affect the required
bridge length. If so, the truss and grillage
type must be rechecked for the new bridge
length. The required roller clearances for
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each type of grillage are shown in Figures 4-5
through 4-11. The roller clearance and total
grillage height are given in Table 4-5 (page
49).
EXAMPLE:
Given:
Initial bridge length76.5 or 80 feet (23.9
or 24.4 meters)
Required class50 wheel/55 track
Initial truss typedouble-single
Soil-bearing capacity2 t/sf
Required:
Determine the final bridge length, truss,
and grillage type
Solution:
Use the following steps:
1
2
3
Grillage from Table 4-4
type 1 required
Roller clearance from Table 4-5 or
Figure 4-54 feet 6 inches (1.4 meters)
Initial roller clearance was 2 feet 6 inches
(.76 meter); therefore, 2 more feet (.6
meter) must be added to each end of
bridge:
New bridge length
= 76.5 feet + 2 feet + 2 feet
= 82.5 or 90 feet (27.43 meters)
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4 Recheck truss type, Table A-6 in
Appendix A90 feet
triple-single required
5 Recheck grillage, Table 4-4
type 3 required
6 Recheck roller clearance, Table 4-5,
Figure 4-73 feet 6 inches (1.07 meters)
7 Final design
90 feet (27.43 meters)
triple-single,
type 3 grillage
This will not increase the bridge length
4 7
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4 8
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COMPOSITION
The launching nose (Figure 4-12, page 50) is a
skeleton framework consisting of panels,
transoms, rakers, sway braces, and, when
necessary, launching-nose links. It does not
have stringers or decking. One transom with
transom clamps and rakers is used behind
the leading upright of each panel. Sway
bracing is used in all but the first bay at the
front of the launching nose. Footwalks are
not assembled on the nose.
USE OF LAUNCHING NOSE
The panel bridge is normally launched by
cantilevering the launching nose over the
gap. The weight of the bridge acts as the
counterweight. When the launching nose
reaches the far shore, it rests on the rocking
rollers and supports the bridge as it is pushed
across the gap. The composition of the nose
depends on the length of the bridge and the
type of assembly. The composition of the
launching nose for the various combinations
of span and bridge assembly is shown in
Figure 4-12 and given in Chapter 6, Tables 6-1
through 6-3; Chapter 7, Tables 7-1, 7-2; and
LAUNCHING NOSE
Chapter 8, Tables 8-1, 8-2. These tables must
be followed exactly.
USE OF LAUNCHING-NOSE LINKS
The launching nose tends to sag as it is
cantilevered over the gap. The approximate
sag at the end of the nose just before it
reaches the far bank is shown in the above
mentioned tables. To overcome this sag,
launching-nose links are used. Using one
launching-nose link in each truss increases
the length of the bottom chords of the nose by
7 inches (19.0 centimeters); thus, the end of
the launching nose is raised by 13 inches
(34.3 centimeters) for each bay ahead of the
links. Because links must not be inserted
with more than four bays of the launching
nose ahead of them, the maximum amount of
lift that can be obtained from one pair of links
is about 54 inches (137 centimeters). If a
greater amount of lift is required, an added
pair of links can be used in one of the joints
between the original pair and the end of the
nose. Its position depends on how much lift is
required. Figure 4-12 shows the vertical lifts
that can be obtained using one or more pairs
of links. The maximum lift obtainable using
launching-nose links is 94 inches (239.8
centimeters). When calculating the position
of the links, add 6 inches (15.2 centimeters) to
sag values shown for safety.
When the far-bank seat is higher than or level
with the near-bank seat, launching-nose links
must be used to compensate for sag, and the
tops of all rollers must be in the same plane. If
necessary, block and tackle should be used to
prevent the bridge from sliding backwards.
Launching-nose links are necessary if the
far-bank seat is low enough to require the use
of block and tackle on the near bank to
prevent the bridge from running away when
the balance point passes the rocking rollers.
Use the following steps to determine the
position of launching-nose links:
1 Determine sag from Tables 6-1 through
6-3, 7-1 and 7-2, or 8-1 and 8-2
2 Safety sag of 6 inches (15.27 centimeters)
4 9
FM 5-277
3
4
Lift required (LR):
LR = steps 1 + 2
Position of launching-nose link (Figure
4-12)
EXAMPLE:
Given a 160-foot (48.8 meters) triple-single
bridge with grillage type 1 on both the near
shore (NS) and far shore (FS). The far-bank
seat is level with the near-bank seat.
Problem:
Are launching-nose links required? If
links are required, at what distance are
they placed from tip of launching nose?
Solution:
Launching-nose links are required. There-
fore the following steps are used:
1
2
Determine sag for 160-foot triple-single
(Table 6-3)
77 inches (195.58 centimeters)
Safety factor of
6 inches (15.24 centimeters)
5 0
FM 5-277
3
4
Lift required (LR):
LR = (steps 1 + 2)
LR = 77 inches + 6 inches
LR = 83 inches (210.82 centimeters)
Position of launching-nose link (Figure
4-12):
Two pairs of launching-nose links placed
at 30 feet (9.144 meters) and 40 feet
(12.192 meters) from the tip of the nose
ROCKING ROLLERS
Use rocking rollers on both banks during
launching. Normally, use two rocking rollers
on the near bank for single-single and double-
single truss bridges of 100 feet (30.5 meters)
and shorter. Use four for all other assemblies.
Two rocking rollers are normally required on
the far bank; however, use four if the skeleton
launching nose is double-truss in any part.
Table 4-6 shows the required number of
rocking rollers on near and far banks for
various bridge lengths and assemblies.
PLAIN ROLLERS
Place rows of plain rollers behind the rocking
rollers at intervals of 25 feet (7.6 centimeters)
to support the bridge during construction.
The number of rollers in each row depends on
the type of bridge. Single-single and double-
single bridges need two plain rollers per row.
All other types of construction need four
plain rollers per row (Chapter 5). The number
of rows required depends on the construction
Table A-1 in Appendix A gives the number
and position of launching-nose links required
for normal bridges. This table assumes that
both near-and far-shore rocking rollers are at
the same elevation.
ROLLERS AND JACKS
backspace needed. Place plain rollers only
every 25 feet (7.6 meters). More rollers are not
required to support an overhang under 25 feet
(7.6 meters). In addition, two construction
rollers are used to aid in inserting the launching-
nose links. These are plain rollers placed 12
feet (3.8 meters) behind the rocking rollers
and 2 to 4 inches (5.0 to 10.1 centimeters)
below the plane of the other rollers. They may
be removed once the construction extends
back to the first row of plain rollers. The
number of plain rollers needed for various
bridges is shown in Table 4-7 (page 52).
JACKS
The number of jacks required to jack down a
bridge depends on the span length and the
type of the bridge. The number of jacks
needed to jack down the end of the bridge is
shown in Table 4-8 (page 52). Details on
jacking procedures are given in Chapters 6, 7,
and 8.
Note: Jacks must be positioned so that
they carry no more than 7 tons (6.8
metric tons) on the toe or 15 tons (13.6
metric tons) on the top.
5 1
FM 5-277
RAMP REQUIREMENTS
Ramps are used at each end of the bridge. The
slope of the ramp must not exceed 10 to 1 for
loads up to and including 50 tons, and 20 to 1
for loads over 50 tons.
SUPPORT FOR END OF RAMP
The end of the ramp will carry about one
quarter of the weight of the heaviest tracked
vehicle to pass over it when the ramp is
supported at midspan. If there is no midspan
support, the end of the ramp will carry about
40 percent of the weight of the tracked vehicle.
One or two stacks of chess, side by side, are
laid in two layers under the tapered end of the
ramp to provide the necessary bearing area
on the soil. If greater area is needed for heavy
loads on very soft soil, footings are used
under the chess. On soil capable of supporting
2 tons per square foot, two chess under the
5 2
tapered end of the ramp are enough for
bridges up to class 67. For higher capacity
bridges, four chess are used (Figure 4-13). One
chess on edge at the end of the ramp serves as
an end dam, so the approach can be made
level with the ramp floor. An alternate
method for supporting the ramps on the
ground is to use a transom as a sill under the
ramp.
MIDSPAN RAMP SUPPORTS
For loads of 45 tons (40.8 metric tons) or over,
each ramp section must be supported at its
midpoint by cribbing and wedges. This sup-
port will carry one half of the class of the
vehicle passing over, and the base of the
cribbing should be large enough to spread the
load over the soil without exceeding the
allowable bearing pressure of the soil. On soil
This change supersedes page 52.
capable of supporting 2 tons per square foot,
two chess side by side under the cribbing
provide enough bearing area for all bridges.
An alternative method for loads of 45 tons or
more is to make the ramp level with at least
3 feet (1.07 meters) of the ramp supported on
the abutment (Figure 4-14).
FM 5-277
PEDESTAL SUPPORTS
Because the slope of the ramp should not
exceed 1 to 10, it may be necessary to use two
or more ramp bays. The junction of the ramp
bays rests on a transom supported by four
ramp pedestals spaced as shown in Figure
4-15. These pedestals (Figure 4-16, page 54)
take two thirds of the class of the vehicles
passing over and must be set on enough
grillage to spread the load over the soil. Three
6-by 6-inch (15.2 by 15.2 centimeters) timbers
4 feet 6 inches (1.4 meters) long under each
pair of pedestals provide enough area for 40-
ton loads on soil that will carry 2 tons per
square foot. For heavier loads, three chess are
placed side by side under the 6- by 6-inch (15.2
centimeters by 15.2 centimeters) timbers.
5 3
FM 5-277
This change supersedes page 54.
SUPPORTS FOR END TRANSOM
For loads of 40 tons (36.3 metric tons) or more, use
cribbing and wedges under the midpoint of the end
transom. This support will carry 40 percent of the
weight of the heaviest tracked vehicle to pass over,
and the area of the base of the cribbing should be
large enough to spread the load over the ground
without exceeding the allowable bearing pressure
on the soil. Seven 6- by 6-inch (15.2 centimeters by
15.2 centimeters) timbers 4-feet 6-inches (1.4
meters) long laid side by side provide enough area
for all the bridge loads on soil that will carry 2 tons
per square foot.
EXAMPLE FIELD
DESIGN PROBLEM
MISSION GIVEN: Design a Bailey to span the
gap shown in Figure 4-17. Bridge must have
Military Load Class (MLC) 60 wheeled/60 tracked.
All data required is given in Figure 4-17.
I. INITIAL BRIDGE DESIGN
(Steps 1 through 6)
1. Gap measured during reconnaissance (p 36)
1. 112
'
2. Safety setback. (p 37)
a. Prepared abutment = constant of 3.5.
b. Unprepared abutment = 1.5x bank height.
2. NS 1.5 x 18' = 27'
FS 3.5'
3. Initial roller clearance. Always use a constant of
2.5.
3. NS 2.5
FS
2.5
4. Initial bridge length.
a. Add steps 1+2+3.
4a. 147.5'
b. If value in step 4a is NOT a multiple of 10,
round UP to the next highest 10.
5. Initial truss/story type. (Table A-7, p 303)
5. DT
6. Initial bridge class. (Table A-7, p 303)
a. Class must meet or exceed the MLC given in
the mission.
b. The truss/story type selected is always based
on a NORMAL CROSSING unless otherwise
directed by the TACTICAL COMMANDER.
6. 60/60
II. ADJUSTED/FINAL BRIDGE DESIGN
7. Selection of grillage.
a. Safe soil bearing. (Table 4-1, p 45)
NS 2 tons/ft
FS 6tons/ft
7a.
b. Safe soil pressure. (Table 4-4, p 48). If the
soil bearing capacity values from step 7a are NOT
listed in Table 4-4, round DOWN to the closest
value listed. Use these values for step 7c.
7b. NS 2 tons/ft
FS 3.5 tons/ft
54
This change supersedes page 55.
FM 5-277
c. Grillage required.
7c. NS Type(s) 4,6,& 7
FS Type(s) 2
8. Determine adjusted bridge length.
a. Distance required for new roller clearance.
(Table 4-5, p 49)
8a. NS 4.5'
FS 4.5'
b. Add steps 1+2+8a.
8b. 151.5'
c. If value in step 8b is NOT a multiple of 10,
round UP to the next highest 10.
NOTE: Compare the value in step 8C to the value
in step 4b. If different, you must redesign the
bridge as outlined in steps 9 through 12, using
length from step 8C to find truss type in step 9. If
not, use this as your final bridge length and go to
step 13.
9. Final truss/story type. (Table A-7, p 303)
10. Final bridge class. (Table A-7, p 303)
a. Class must meet/exceed the MLC given in the
mission.
b. The Truss/Story Type selected is always
based on a NORMAL CROSSING unless other-
wise directed by the TACTICAL COMMANDER.
11. Final grillage selection.
a. Safe soil bearing. (Table 4-1, p 45)
b. Safe soil pressure. (Table 4-4, p 48). If the
soil bearing capacity values from step 11a are NOT
listed in Table 4-4, round DOWN to the closest
listed. Use these values for step 11c.
c. Grillage required.
12. Determine final bridge length.
a. Distance required for new roller clearance.
(Table 4-5, p 49)
b. Add steps 1+2+12a.
c. If value in step 12b is NOT a multiple of 10,
round UP to the next highest 10.
NOTE: (1) FOR TRY 1: Compare the value in
step 12c to the value in step 8c.
a. If the same, go to step 13.
b. If different, compare this value (step 12c) to
the value in step 4b:
1. If these are the same, the designer is placed
in a judgmental situation. Repeating the design se-
quence under the "TRY 2" column using the bridge
length from step 12c of "TRY 1" column will place
you in an endless circle unless the final bridge
length can be reduced. In these cases, one will
have to use common sense and either overdesign a
longer final bridge as shown in the "TRY 1" column
or choose a higher number grillage than that
originally selected in step 7c. The latter procedure
could reduce the roller clearance on one or both
banks so that the required bridge length/final truss-
story may be at the minimum to do the job. You
may choose a higher number grillage than allowed
within step 11c; however, you must be careful not to
exceed the BP and RRT capacities listed in Table
4-2, p 46 and Table 4-3, p 47, FM 5-277. Make
your decision and go to step 13. In this example
problem, the designer chose to select Type 3 gril-
lage for the FS. Since this was not an option within
step 11c he had to look at Tables 4-2 and 4-3 under
a 150' DT bridge with a safe soil pressure of 3.5
tons/ft
2
to see if the BP and RRT capacities were
exceeded:
Table 4-2 Table 4-3
BP Reaction BP Allowable
= 55 tons = 61 tons OK
RR Reaction RRT Allowable
= 54.8 tons = 60 tons OK
Had the designer not accomplished this, he
would have been forced to build the 160 TT bridge
shown under the "TRY 1" column and wasted a lot
of assets.
2. If these are different, you must redesign the
bridge by entering the "TRY 2" column with the
bridge length from step 12c "TRY 1" to determine
the truss/story type in step 9.
NOTE: (2) FOR TRY 2 and HIGHER: Compare
this value in step 12c to the value in step 12c of the
previous "TRY" column. If the same, go to step 13.
If different, use the same methodology and repeat
the design sequence until the value obtained in a
particular step 12c matches the value in step 12c of
the previous design. Go to step 13.
55
FM 5-277
This change supersedes page 56.
13. Slope check. (p 45)
a.
-
The maximum allowable bank height dif-
ference is 1 in 30. Therefore, maximum allowable
bank height difference = final bridge length + 30.
13a. 150+30 = 5 2
b. If:
(1) The step 13a value > actual bank height
difference the slope is all right.
(2) The step 13a value < bank height dif-
ference
(a) Choose another site,
OR
(b) Crib up/excavate the FS or NS until the
bridge slope is within limits.
13b. (GO)/NO GO(circle one)
REMARKS:
14. Final bridge requirements:
Length 150'
Truss/Story Type DT
Class 60/60
Grillage: NS Type 6
FS Type 3
15. Launching nose composition. (Tables 6-1
through 6-3, p 64/65, Tables 7-17-2, p 95, or Tables
8-1/8-2, p 104, dependent upon truss type)
15. 9 Bays (5 Sgl Truss/4 Dbl Truss)
16. Placement of launching nose links.
a. Sag. (See tables as in step 15)
16a. 34"
b. Safety sag. (Constant of 6")
16b. + 6"
c. Lift required. (Add steps 16a + 16b)
16c. = 40"
d. Position of launching nose links (Figure 4-12,
pg 50)
16d. 30' from tip of nose
17. Rocking rollers needed. (Table 4-6, pg 51)
17. NS 4
FS 4
18. Plain rollers needed.
a. SS and DS bridges ONLY have two rollers per
row. All others have four rollers per row. Use
Table 4-7 to determine the number of rows then
multiply.
18a. 4x4= 16 rollers
b. Add two more plain rollers to allow for your
construction rollers.
18b. + 2
c. Add steps 18a to 18b.
18c. = 18 rollers
19. Jacks required. (Table 4-8)
19. 8 jacks
NOTE: Only one end of the bridge will be jacked
down at any onetime.
b. Support for end ramp (check one)
(1) Final bridge class < 67 = 2 Chess (x).
(2) Final bridge class > 67 = 4 Chess ( )
c. Midspan ramp supports (check one)
(1) Final bridge class < 44 = Not needed ( ).
(2) Final bridge class > 44 = Needed (x)
d. Pedestal supports (check one)
(1) Not needed ( )
(2) Needed (x)
NOTE: See Page 53 for criteria and drawings.
Ramp length must be estimated from the site sketch.
e. Support for end transoms (check one)
(1) Final bridge class < Class 39 = Not
needed ( ).
(2) Final bridge class > Class 39 = Needed
(x)
21. Personnel required. (Table 3-2, p 33)
21. 7/122 w/o Crane 7/97 with Crane
NOTE: Check the difference between manpower
only and crane construction.
22. Assembly time. (Table 3-3, p 34)
22. 13 1/4 hrs w/o Crane/ 11 3/4 w/Crane
20. Ramp requirements.
a. Slope requirements (check one)
(1) Final bridge class < 50= 1 to 10 ( ).
(2) Final bridge class > 50 = 1 to 20 (x)
56
This change is inserted. FM 5-277
CLASSIFICATION OF
EXISTING BRIDGES
Bailey bridge classifications may be deter-
mined by entering Table A-6 in Appendix A
with the span length and truss type. This will
give the classification of the bridge for nor-
mal, caution, and risk crossings. Table 4-9
gives restrictions for the types of crossing.
Notes: The caution class number is found
by test and is normally 25 percent greater
than the normal class. Risk loads will
probably cause permanent deformation of
bridge parts and may result in failure if
repeated. Therefore, the engineer officer
must thoroughly check the condition of the
bridge before and after such a crossing.
The grillage, cribbing, and number of tran-
soms per bay must also be checked and the
bridge class reduced or upgraded to obtain
the required classification. The condition
of the bridge and its supports must also be
considered in its classification. If the
bridge is deformed or damaged, the grillage
has rotted, or the abutment has failed, the
bridge classification must be drastically
lowered.
EXAMPLE:
Given:
Bridge length80 feet
(24.4 meters)
BRIDGE CLASSIFICATION
Cribbingnone 3
Conditionexcellent
Required:
Determine the normal track
classification of the bridge
without upgrading
Solution:
Take the following steps: 4
1
2
Class55 track
(from Table A-6 in Appendix A) 5
Grillageinstall type 1 as a
minimum (Table 4-4)
Cribbing
Midspan ramp supports
Nonelimits class to 44 tons
(39.9 metric tons)
End transoms
Nonelimits class to 39 tons
(35.4 metric tons)
Conditionexcellent,
no reduction
Final classification39 track. The over-
all classification is determined by the
lowest classification of steps 1 and 3.
Truss typedouble-single
Grillagenone
Soil-bearing capacity10 t/sf
56-1
FM 5-277
This page is inserted.
56-2
FM 5-277
CHAPTER 5
R OL L E R L A Y OU T
This chapter describes the longitudinal and
lateral spacing of rocking rollers and plain
rollers. The elevation of rollers and base
plates, as well as a simple method of leveling
and placing rollers, is discussed.
LAYOUT OF ROCKING ROLLERS
Establish the longitudinal location of the
rocking rollers by the safety setback deter-
mined in the field design of the bridge. To
determine the lateral spacing, place a rocking
roller (Figure 5-1, page 58) on each side of the
bridge 7 feet 5 inches (2.26 meters) from the
centerline (Figure 5-2, page 58). This gives a
constant value of 14 feet 10 inches (4.52
meters) between the centers of the rocking
rollers. Most bridges are double- or triple-
truss and need another set of rocking rollers
(Figure 5-3, page 59) placed 1 foot 6 inches (.46
meter) out from each of the first set of rocking
rollers (Figure 5-4, page 59).
Rocking-roller templates have been made
which help the proper 1-foot 6-inch (.46 meter)
center-to-center spacing of the rocking rollers.
On the interior side of these templates, small-
angle iron lugs are attached to aid roller
spacing. The edge-to-edge spacing of the
rocking-roller templates (lug to lug) is 11 feet
6 inches (3.51 meters) (Figure 5-4). The lugs
are, however, frequently lost through use and
the most accurate method of spacing the
rollers is to use the 14-foot 10-inch (4.52
meters) constant. The Bailey bridge transom
is manufactured with a small hole in its
center web and two dowel holes toward each
end. These holes can be used to properly
space the rocking rollers, as shown in Figure
5-5 (page 60).
LAYOUT OF PLAIN ROLLERS
To determine longitudinal spacing, place two
or more plain rollers every 25 feet (7.6 meters)
behind the rocking rollers to support the
bridge during assembly and launching. Place
temporarily an extra set of plain rollers
(called construction rollers) 12 feet (3.8
meters) behind the rocking rollers. The con-
struction rollers aid in inserting the
launching-nose links and provide clearance
between the links and the ground. Remove
these construction rollers after the links have
passed over the rocking rollers.
To determine lateral spacing, for single-story,
single- and double-truss bridges, place two
plain rollers one on each side of the centerline
every 25 feet (7.6 meters). The center-to-center
roller spacing is 14 feet 10 inches (4.52 meters)
or 7 feet 5 inches (2.26 meters) each side of the
centerline. Plain rollers are normally placed
on plain-roller templates which increase the
bearing area over the ground. These tem-
plates also aid in the lateral spacing of the
rollers. The templates are equipped with angle
iron lugs, like the rocking-roller templates.
Place the template so the lugs face the center-
line. The distance between lugs, then, is 11
feet 6 inches (3.51 meters) (Figure 5-6, page
60).
For all other assembly types use four plain
rollers every 25 feet (7.6 meters), two on each
side of the centerline. Each plain roller con-
sists of two small independent rollers. For
triple-truss or multistory bridges, place the
inside plain rollers so that the inside truss
will rest upon the second small roller (Figure
5-7, page 60). The spacing between the centers
of these small rollers, then, is 14 feet 10 inches
(4.52 meters). Place the other set of plain
rollers so that the second truss will rest on the
first small rollers of this set (Figure 5-7). The
distance between these trusses is 1 foot 6
inches (.46 meter). The third truss will rest on
the outermost small roller. Plain-roller tem-
plates also aid in lateral spacing of the plain
rollers for the triple-truss or multistory
bridges. Use one template under each roller.
Place two templates end to end on each side of
the centerline, with the angle iron lugs of the
inside templates facing center and the outside
lugs facing away from center. When the
spacing between the inside lugs is 10 feet 10%
inches (3.31 meters), the plain rollers will be
at the proper spacing (Figure 5-7).
BASE PLATES
Establish, by the type of grillage required,
longitudinal spacing between the center of
the rocking rollers and the center of the base
plate. The grillage type is determined as
described in Chapter 4. To establish lateral
spacing, place the base plates under the
trusses as shown in Figure 5-9 (page 61).
5 7
FM 5-277
Space the bearings on the base plates (under
the trusses), as shown in Figures 5-8 (page 61)
and 5-9.
GRILLAGES
Figures 4-5 through 4-11 show the size of the
areas to be leveled off to accommodate the
grillages. Take care that the rocking rollers
and base plates are properly positioned when
placed on the grillage. The grillage can be
cribbed up or dug in as needed for leveling.
ELEVATION OF ROLLERS AND BASE
PLATES
Set the base plates at an elevation to keep the
slope of the ramp bays less than 10 to 1. Also,
allow for the depth of wear tread. Set all
rollers (both plain and rocking), except the
construction rollers, so their tops are in the
same horizontal plane. Normally this plane
is level, but a slight inclination, not to exceed
30 to 1 slope along the line of the bridge, is
permissible. Set the construction rollers 2 to 4
inches (5.1 to 10.1 centimeters) below the level
of the other rollers. Placing the far-bank
rocking rollers a few inches lower than the
plane formed by near-bank rollers allows for
near-bank settlement caused by bridge
weight.
PLACEMENT CONTROL LINES
A simple method of leveling and placing
rollers is the use of placement control lines.
The bridge centerline is first placed and
extended 25 feet (7.6 meters) on the far shore
and the length of the bridge and launching
nose on the near shore. Then position two
placement control lines parallel to and 7 feet
5 8
FM 5-277
5 inches (2.26 meters) to either side of the
centerline. Position the placement control
lines level with the proposed plane of the
rollers. Use line levels at several spots on the
placement control lines to ensure that they
are level. It is also important to ensure that
the placement control lines are parallel to the
centerline. The rollers can then be cribbed up
or dug in as needed to bring their tops to the
level of the placement control lines (Figure
5-10, page 62).
59
FM 5-277
60
FM 5-277
61
FM 5-277 This change supersedes page 62.
62
FM 5-277
CHAPTER 6
AS S E MBL Y OF S I NGL E - S I NGL E BRI DGE S
LAUNCHING NOSE 64
ASSEMBLY OF DOUBLE-SINGLE BRIDGE 71
ASSEMBLY OF TRIPLE-SINGLE BRIDGE 83
LAUNCHING, JACKING DOWN, AND RAMPING 85
REINFORCING BRIDGE AND CONVERTING BRIDGE 91
This chapter describes the assembly and
composition of double-truss single-story and
triple-truss single-story bridges and their
respective launching noses. The assembly of
single-truss single-story bridges, which have
little carrying capacity, is the same as that
for the launching nose (Figure 6-l). This
chapter also covers the launching, jacking
down, and ramping of these bridges. The
procedure for adding extra trusses to increase
the class of single- and double-truss bridges is
also covered.
Single-story bridges are normally assembled
and launched by manpower. They can be
assembled on the rollers and launched or the
bridge and nose can be pushed out over the
gap after every two bays are assembled.
63
FM 5-277
LAUNCHING NOSE
COMPOSITION
The number and types of bays used in the
6-3. These tables must be followed exactly
nose depend on the length and truss type of
with respect to the composition of the
the bridge. The composition of the launching
launching nose. Assembly of the launching
nose for the various lengths of the single-
nose is the same for all three types of single-
story bridge is given in Tables 6-1 through
story Bailey bridges.
64
FM 5-277
ASSEMBLY AND LAUNCHING
After roller layout is complete, proceed with
assembling and launching of nose as follows:
1 Place two panels (female ends forward
and male ends resting on construction
roller) on the ground directly behind the
rocking rollers. Clamp the transom to the
panel behind the forward uprights. Secure
rakers to transom and panel with bracing
bolts (Figure 6-2, page 66).
2 Connect second bay (Figure 6-3, page 67).
Insert panel pins (points outward) with
grooves in the heads of pins horizontal.
Clamp transom to panels behind forward
uprights.
3
4
5
6
Place pair of sway braces in second bay.
Lift front end of assembled bays onto
rocking rollers (Figure 6-4, page 68) and
secure with steel pickets through bottom
chord of panels and rocking rollers (Figure
6-5, page 69) to prevent rolling.
An alternative method (for rocking rollers
on low cribbing) is as follows:
a
b
c
d
Assemble first bay on ground.
Lift front end of bay onto rocking rollers
(Figure 6-6, page 70) and secure with
steel pickets.
Raise rear end and slide construction
rollers under it 2 inches (5.1 centi-
meters) below plane of tops of rollers.
This places construction rollers approxi-
mately 9 feet (2.7 meters) from rocking
rollers.
Add second bay.
If required, place launching-nose links in
position between panels as determined by
assembly conditions. See Chapter 4 to
determine the number of links and their
position in the nose.
Continue adding panels with a transom
every 10 feet (3.0 meters). Add sway braces
in every bay and rakers on every transom
until the required amount of skeleton is
built.
65
FM 5-277
66
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67
FM 5-277
68
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69
FM 5-277
70
FM 5-277
ASSEMBLY OF DOUBLE-SINGLE BRIDGE
FIRST BAY OF BRIDGE
When assembly of the nose is completed,
assemble the first bay of the bridge as follows:
1
2
3
Connect first two panels of inner truss
with last bay of nose (Figure 6-7). Insert
panel pins with points outward and
grooves in heads of pins horizontal. Place
transom roller on top of the lower panel
chord at the transom location. Hook the
bottom angle lug of the roller over the
near side of the top flange on the chord to
hold the roller assembly in position. Lift
the head of the transom onto the roller
and shove it halfway across bridge width,
at which point two soldiers should guide
it to its seat on the panel chord. Then raise
the near end of the transom enough to
permit removal of the roller. Place the
first transom in front of the middle ver-
tical and clamp loosely with transom
clamps. Then move the transom roller to
each succeeding transom point.
Add panels of outer truss in first bay and
hold in place with transom clamps (Figure
6-8, page 72).
Insert second transom in front of rear
vertical and third transom behind front
vertical. Clamp loosely. Fix rakers to
second transom and panel (Figure 6-9,
page 73). Then position sway braces with
short ends pinned to same side of bridge
so both turnbuckles are under one string-
er. All sway braces, transom clamps,
bracing frames, rakers, and tie plates in
one bay should be left loose until all parts
71
FM 5-277
4
5
6
7
8
except stringers and decking are fitted for
the next bay being assembled.
Add second bay of panels (Figure 6-10,
page 74). Place outer truss with panel pins
pointing inward and inner truss with
panel pins pointing outward.
Place a chess on top of transom behind
front vertical in first bay and position
stringers for first bay. Leave stringer over
sway-brace turnbuckles on edge until
sway braces have been tightened (Figure
6-11, page 75). After bridge has been
launched and end-post transom is in-
serted, the chess holding up the stringers
and decking in the first bay can be pushed
clear with crowbars, and decking will
drop into position.
Position panels of third bay. As panels of
the third bay are being placed, insert
transoms in second bay, one in front of
middle vertical and one in front of rear
vertical (Figure 6-12, page 76).
After transoms are in position in second
bay, fix sway braces, rakers, and bracing
frames loosely (Figure 6-13, page 77).
Rakers are installed only on the transoms
at the end verticals.
Tighten bracing in first bay, and deck
first bay (Figure 6-14, page 78).
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REMAINDER OF BRIDGE
Assemble the remainder of the bridge as
follows:
1
2
3
Position stringers in second bay and leave
stringer over sway-brace turnbuckles on
edge until sway braces have been
tightened (Figure 6-15, page 79).
Add fourth bay of panels and at same
time insert transoms in third bay (Figure
6-16, page 80).
Add bracing in third bay. Tighten bracing
in second bay, and deck second bay
(Figure 6-17, page 81).
The sequence is complete. Use the same
sequence for the rest of the bridge. Do all jobs
at the same time; the sequence is used to
prevent crowding of assembly and carrying
parties.
Normally, footwalks are not used. However,
when time, troops, and materials are avail-
able, footwalks can be assembled. Footwalks
should be assembled before launching be-
cause it is awkward to place bearers and
footwalks after bridge is in place. Attach
bearers to all transoms. They fit over and
under special lugs welded to the transom.
Position footwalks by lugs on bearers. Insert
footwalk posts in sockets at the ends of
bearers and thread hand ropes through the
eyes of the posts. Figure 6-18 (page 82) shows
the completed footwalk.
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ASSEMBLY OF TRIPLE-SINGLE BRIDGE
METHOD OF ASSEMBLY
The method of assembly for the triple-single
bridge is similar to that for the double-single
bridge. The assembly of the outer truss in one
bay must be delayed, however, so panel pins
in the second truss can be inserted. In addi-
tion, use short pins in the middle and outer
truss end posts because normal length pins
will not fit.
FIRST BAY OF BRIDGE
Assemble the first bay of the bridge as follows
(Figure 6-19, page 84):
1
2
3
4
Connect first two panels of inner truss
with last bay of nose. Insert first transom
in front of middle vertical and clamp
loosely with transom clamp.
Add panels of middle truss in first bay
and hold in place with transom clamps.
Insert second transom in front of rear
vertical. Attach rakers and position
bracing frames and sway braces. The
construction transom behind front ver-
tical is omitted until the outer truss in the
first bay has been positioned.
Add middle truss panels in second bay.
This panel must be positioned before the
outer truss panel in the first bay so panel
pins can be inserted.
5
6
7
8
Add outer truss panels to first bay. Posi-
tion construction transom behind forward
verticals in first bay. Add inner truss
panels to second bay.
Place chess on the construction transom
and position stringers in the first bay.
Position middle truss panels in third bay.
As panels are being placed in the third
bay, insert transoms in second bay, one in
front of the middle vertical and one in
front of the end vertical.
Add bracing in second bay. Tighten
bracing in first bay, and deck first bay.
REMAINDER OF BRIDGE
Assemble the remainder of the bridge as
follows:
1 Position outer truss of second bay. Con-
nect to middle truss with tie plates bolted
to top raker holes in forward verticals of
panels (Figure 6-21, page 85). Add inner
truss of third bay (Figure 6-19). Figures
6-20 (page 85) and 6-21 show the position
of panel pins in triple-single bridge.
2
3
Place stringers in second bay. Position
middle truss panels in fourth bay, and at
same time insert transoms in third bay
(Figure 6-19).
Add bracing in third bay. Tighten bracing
in second bay, and deck second bay
(Figure 6-19).
The sequence is complete, and the same
sequence is used for the rest of the bridge.
When loads greater than class 70 are to be
carried, such as an 80-foot (24.4 meters) triple-
single bridge, four transoms per bay are
required. The procedure for assembling the
transoms in the first bridge bay is the same.
In addition. a fourth transom is added behind
the center vertical. In order to clamp both
transoms at the center vertical, the transom
held behind the vertical should be clamped to
the inside trusses and the other to the outside
trusses. In all subsequent bays, the four
transoms are placed in regular order, the first
behind the front vertical, one in front of the
center vertical, one behind it, and one in front
of the rear vertical.
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LAUNCHING, JACKING DOWN, AND RAMPING
USE OF COUNTERWEIGHT
During launching, the entire bridge (in-
cluding the nose) must be counterbalanced so
the structure does not tip into the gap. The
counterbalance is normally obtained by
adding enough bays of bridge behind the
near-shore rocking rollers to act as a counter-
weight, keeping the balance point between
the plain rollers and the rocking rollers. This
condition must prevail until the launching
nose reaches the rollers on the far bank. The
point is illustrated in Tables 6-1 through 6-3
which show the bridge and launching nose
just spanning the gap. In this position, the
bridge is completely assembled and the
balance point is slightly behind the near-
shore rocking rollers. As the bridge is pushed
across the gap from this position, the balance
point passes the rocking rollers. The part of
the bridge acting as a counterweight is no
longer needed to maintain balance since
there is now no danger of it tipping into the
gap.
Note: Counterbalance is still needed, how-
ever, to avoid excess stress in the launching
nose until launching is complete. Dis-
mantling any part of the bridge behind the
rocking rollers will throw additional stress
on the launching nose and on the part of
the bridge which is across the gap. This
may result in failure of the nose.
Caution: The near-bank rocking
rollers and the far-bank rocking
roIlers must carry the entire load after
the launching nose reaches the far-
bank rocking rollers (Figure 6-22,
page 86). The launching nose may fail
if the near-bank plain rollers are per-
mitted to carry any load after the nose
reaches the far-bank rocking rollers.
The rear of the bridge must hang free
to act as a counterweight. This is done
by cribbing up the near-bank rocking
rollers, or removing plain rollers so
the rear end of the bridge does not
rest on them after the launching nose
reaches the far-bank rocking rollers.
If removal of plain rollers does not
provide the required clearance, exca-
vate until the overhang is free of the
ground. If the far-bank rocking rollers
are placed several inches below the
level of the other rollers, the entire
weight of the bridge on the near-bank
rocking rollers will be offset so that
the resulting launching plane will be
level or err on the safe side. In addi-
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tion, the extra 6-inch (15.2 centi-
meters) safety allowance in the posi-
tioning of the launching-nose links
will help prevent an unsupported
length of bridge from the far-bank
reeking rollers to the first near-bank
plain rollers from being clear of the
rocking rollers. Once the links have
passed over the far-bank rollers,
check the launching plane. If too much
settlement has occurred on the near
bank, remove the plain rollers.
LAUNCHING
After the nose and first bay of the bridge have
been completed, proceed with launching as
follows:
2
1
86
One pair of plain rollers has been placed
25 feet (7.6 meters) behind the near-bank
rocking rollers. Additional plain rollers
are not required when launching bridges
up to 80 feet (24.4 meters) long. Bridges
over 80 feet (24.4 meters) long require
additional sets of plain rollers spaced at
25-foot (7.6 meters) intervals. Bridges are
assembled on the rollers. When necessary,
jacks are used to aid insertion of the lower
panel pins of panels resting on rollers.
Continue assembly of bridge and pushing
it out on the rollers (Figure 6-23). When
the forward end of the launching nose
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3
reaches the rollers on the far bank (Figure
6-24), a detail guides it onto the rollers
(Figure 6-25, page 88) and dismantles it
bay by bay.
When the end of the bridge proper clears
the rollers on the far bank, attach the
near-bank end posts. At the same time,
attach the far-bank end posts and lay a
transom across their steps. The middle
and outer truss end posts on the triple-
truss bridge are pinned with short panel
pins and tied together with tie plates in
the raker holes. Pins in middle truss end
posts are inserted with points outward
and in outer truss with points inward
(Figures 6-20 and 6-21). Normal pins and
methods of pinning are used on the inner-
truss end posts. Remove construction
chess behind the front vertical in the first
bay so decking drops into place.
Take the following precautions when
pleting the assembly and launching
Do not use bent or distorted parts.
com-
Do not attempt to convert the launching
nose into the bridge by adding parts to it.
In launching the bridge over rollers, keep
the center of gravity behind the rocking
rollers until the launching nose reaches
the far bank. Thereafter, do not dismantle
the bridge behind the near-bank rocking
rollers or remove the counterweight until
all of the launching nose has cleared the
far-bank rocking rollers.
After the launching nose passes over the
far-bank rocking rollers, always make
certain the weight of the bridge is carried
only by the near-and the far-bank rocking
rollers.
JACKING DOWN
After the end posts and end transom have
been installed, proceed with jacking down as
follows:
1 Place jack shoe in baseplate and jacks on
shoes with toes of jacks under steps of end
posts (Figure 6-26, page 88). Only enough
room is present to work four jacks at one
end of the bridge. More jacks may be
placed under a transom only when held
by end posts. To prevent failure of jacks,
use them in unison so the load is distri-
buted evenly between them.
Note: Pitch of teeth may vary in jacks of
different manufacture. Jacks used together
must always have the same pitch. Check
jacks to ensure that they have the same
manufacturers name.
2
3
Jack up the ends of the bridge successively
and remove the rocking rollers. Place
bearings on baseplate as shown in Figure
5-9.
Lower bridge in stages (Figure 6-27, page
89). Place cribbing under the bottom chord
of the trusses to catch the bridge if it slips
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off the jacks. It does not matter which end
RAMPING
of the bridge is lowered first, but the jacks
Refer to already determined design in Chapter
must be operated in unison.
4 for installing cribbing and supports (Figure
6-28). Position ramps and add decking (Figure
Note: Jacks must be operated on only one
6-29, page 90). Brace approach to ramps, and
end of the bridge at a time.
bridge is complete.
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REINFORCING BRIDGE AND CONVERTING BRIDGE
PROCEDURE
The class of existing single- and double-truss
bridges can be increased by adding extra
trusses. Construction starts from the center
of the bridge, and panels are added toward
each end. Panel levers are used to aid in
positioning the extra panels (Figure 6-30).
For all assemblies over class 70, the deck
system must be reinforced by increasing the
number of transoms per bay from two to four
and by adding a 3-inch (7.6 centimeters)
longitudinal wear tread. These transoms can
be threaded a bay at a time from inside the
bridge.
CONVERTING SINGLE-SINGLE
TO DOUBLE-SINGLE
TO convert a single-single bridge to a double-
single bridge, proceed as follows:
5
1
2
3
4
Remove footwalk (if any).
Position first panel at center of bridge.
Lower panel over side with chain or rope
slings at ends of panel and position with
levers (Figure 6-30).
Insert transom clamps and tighten.
6
7
Tightening transom clamps helps reduce
effect of sag.
Position second panel, insert transom
clamps, and tighten. Insert panel pins
(point inward) first in bottom and then in
top of panel.
Connect outer truss to inner truss with
bracing frames bolted to top chord. Con-
tinue adding panels toward each end of
bridge.
Jack bridge off bearings (ramps need not
be removed) and install end posts.
Caution: At the end of bridge where
the transom is in the end post, panel
and post must be added as one unit.
8
9
Position bearings for double-truss
assembly, jack bridge down on bearings,
and replace footwalks (if any).
Check to ensure that the existing grillage
is strong enough to carry the reinforced
class.
Figure 6-31 (page 92) shows a complete
double-single bridge with footwalk.
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CONVERTING DOUBLE-SINGLE
TO TRIPLE-SINGLE
To convert double-single bridge to a triple-
single bridge, proceed as follows:
4
1
2
3
Use same procedure as for converting
single-single to double-single bridge,
through insertion of panel pins in top and
bottom of panel.
Connect outer truss to middle truss with
tie plates bolted to top raker holes in the
same upright of successive panels
(Figure 6-20). Continue adding panels
toward each end of bridge.
Jack bridge off bearing (ramps need not
be removed) and crib under first and
second truss (Figure 6-32).
Note: Cribbing must not extend out be-
yond second truss.
Install end panel and end post by raising
into position with levers (Figure 6-33).
Caution: At the end of the bridge
where the transom is in the end post,
the panel and post must be added as
one unit.
5
6
7
8
Insert panel pins, point inward, slot
horizontal. Add tie plates.
Shift bearings for double-truss assembly
to bearings for triple-truss assembly. Jack
down bridge on bearings (Figure 6-34).
Replace footwalk if needed.
Check to ensure that the existing grillage
is strong enough to carry the reinforced
class.
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CHAPTER 7
AS S E MBL Y OF DOUBL E - S TORY BRI DGE S
Methods of assembly for double-story bridges
are similar to those used for single-story
bridges. The second-story panels, however,
can be hand carried from trucks or other
platforms. Truck-mounted cranes, 5-ton
wreckers, or gin poles can also be used. It is
FIRST BAY OF BRIDGE
When the nose is completed, proceed with the
first bay of the bridge as follows:
1
2
THE DOUBLE-DOUBLE BRIDGE 94
THE TRIPLE-DOUBLE BRIDGE 97
LAUNCHING AND JACKING DOWN 98
REINFORCING BRIDGE AND CONVERTING BRIDGE 99
possible to assemble the second story during
bridge assembly or after the bridge has been
entirely launched. It is preferable, however,
to assemble the entire bridge before pushing
it across the gap. The same methods of
launching are used as for single-story
THE DOUBLE-DOUBLE BRIDGE
Panels must be loaded on trucks to allow
standing room in the truck for the working
parties. The second story is assembled as
follows:
Assemble three bays of double-single
bridge as shown in Figure 7-1 (page 96) a
and as described in Chapter 6.
Begin double-story assembly in the first
bay of bridge with a separate working b
party (Figure 7-1). Continue bottom-story
assembly at the same time, using the
procedure for the single-story bridge. The
second story always lags by two bays.
Use an erection platform when placing c
second-story panels. Footwalks can be
used as a working platform or panels can
be hand carried from trucks maneuvered d
alongside the bridge (Figure 7-2, page 96).
Lift panel from truck at side of bridge.
Place flat on top chord of bridge. Slide
panel in toward center of bridge.
Lift panel upright. Pivot so it is parallel
to existing truss. Position and pin
panel. Insert chord bolts, but do not
tighten them.
Repeat process with panels on outer
truss.
Position bracing frames on front and
rear verticals and on top chord.
assembly. For long heavy bridges, it maybe
necessary to use trucks or a bulldozer. The
composition of the launching nose for the
various combinations of spans and truss
types is given in Tables 7-1 and 7-2. The
tables must be followed exactly.
e
f
Tighten chord bolts and bracing frame
bolts.
When footwalks are not used and trucks
cannot be maneuvered alongside the
bridge, second-story panels can be
placed from a temporary deck inside
the bridge or by the use of gin poles.
REMAINDER OF BRIDGE
The remainder of the bridge is built the same
as the first bay except that bracing frames
are positioned only on the rear verticals and
top chord of the second story (Figure 7-1).
When enough bays of bridge have been built
to counterbalance the nose, move the bridge
forward so the first bay is over the rocking
rollers. Movement will not be necessary again
during assembly unless the overhang at the
94
This change supersedes page 95.
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tail causes excessive sag. When adding panels
from outside the bridge, place inner panels
first with panel pins inserted from the outside.
Then place outer truss panels with pins in-
serted from the outside. When adding panels
from inside the bridge, place the outer panels
first and insert all pins from the inside.
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THE TRIPLE-DOUBLE BRIDGE
METHOD OF ASSEMBLY
The triple-truss, double-story assembly
(Figure 7-3) is essentially the same as double
truss, double-story assembly. With triple-truss
assembly, however, the outer truss in both
the lower and second story must lag by one
bay to allow insertion of the panel pins in the
middle truss when panels are added from
outside the bridge. When second-story panels
are added from inside the bridge, the inner
and middle trusses must lag by one bay to
allow insertion of the panel pins in the outer
truss.
LAUNCHING NOSE
The composition of the launching nose is the
same as that for the double-double bridge.
For the length and assembly of nose required
for various spans, see Table 7-2.
FIRST BAY OF BRIDGE
When assembly of the nose is completed,
proceed with the first bay of the bridge as
follows:
1 Assemble four bays of single-story bridge
as shown in Figure 7-4 (page 98) and
described in Chapter 6.
2 Add double-story assembly using the same
3
assembly method as for the double-double
bridge (Figure 7-1).
Position bracing frames on the front and
rear verticals and on the top chord of the
first bay of bridge before the chord bolts
are tightened.
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This change supersedes page 98.
REMAINDER OF BRIDGE
Assemble the remainder of the bridge the
same as the first bay, but position bracing
frames only on the rear verticals and top
chords of the second story. Connect outer
truss to middle truss with tie plates bolted to
the top raker holes in the forward panel
uprights of both stories. See Chapter 4 for
ramp construction and Chapter 9 for traffic
control.
LAUNCHING
Launching of double-story bridges normally
begins after the assembly of the entire bridge.
Use the same launching methods and pre-
cautions as for launching single-story
bridges. When launching with bulldozers or
trucks, take the following precautions:
Do not apply power directly to the end of a
panel except at the junction of the di-
LAUNCHING AND JACKING DOWN
agonals. Apply it against the end posts,
or a transom at the junction of the diag-
onals (Figure 7-5). When applying power
against a transom, make sure it is distri-
buted across the length of the transom.
Roller heights must be fixed so that the
tail of the bridge is at least 6 inches (15.2
centimeters) off the ground during the
entire launching.
Rig a line to control lateral movement of
the bridge.
If the bridge requires two trucks or bull-
dozers to move it, use one against the end
post of each girder.
When using a bulldozer, bolt ribbands at
the tail of the bridge so they extend
beyond the end of the bridge. Place a
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transom on its side on the ribbands so the
transom rests against the end vertical at
the junction of the diagonals. Face tran-
som lugs toward the nose of the bridge.
Control lateral movement of the bridge by
fastening winch lines from two trucks to
male panel holes for positive control.
Launch the bridge with the bulldozer
blade pushing against the transom
(Figure 7-5).
JACKING DOWN
Use the same jacking methods and precau-
tions used for single-story bridges (Chapter
6).
REINFORCING BRIDGE AND CONVERTING BRIDGE
METHOD
The class of existing single-story bridges can
be increased by adding extra stories. For all
assemblies over class 70, the decking system
must be reinforced by increasing the number
of transoms per bay from two to four, and by
adding a 3-inch (7.6 centimeters) longitudinal
wear tread.
CONVERTING DOUBLE-SINGLE
TO DOUBLE-DOUBLE
To convert an existing double-single bridge
to a double-double bridge, proceed as follows:
1
2
Remove bracing frames.
Carry first panel to midpoint of bridge
and place on top chord of existing bridge.
3
Erect outer truss first (Figure 7-6, page a
100). Before raising panels, insert
wrenches in the top chord of the existing
bridge to prevent the panel from skidding
out. The inner truss assembly should b
follow closely behind the outer truss in
order to speed construction.
Insert chord bolts and panel pins. Where c
necessary, use chord jacks (Figure 7-7,
page 100) to overcome sag when inserting
panel pins. Tightening chord bolts also
helps reduce difficulty caused by sag. d
Chord jacks are not required when adding
a second story to double-truss spans 120
feet (36.6 meters) or less in length if the
following method is used simultaneously
on both sides of the bridge:
Place first panel of second story at
center of bridge and insert chord bolts.
Do not tighten bolts.
Place a panel at each end of the center
panel of the second story. Insert chord
bolts and upper panel pins.
Tighten all chord bolts to reduce sag.
Drive lower panel pins with a sledge
hammer.
After the first three panels are in place,
add other panels, one at a time, working
toward both ends of the bridge.
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e As each panel is placed, insert chord
bolts. Do not tighten until the upper
panel pin has been inserted.
f It maybe necessary to drive upper and
lower panel pins simultaneously,
starting at the ends of the bridge.
Tighten chord bolts to reduce sag.
g Place bracing frames vertically on the
same end of successive panels and
horizontally along the top chord of the
second story.
See Figure 7-8 for partially completed bridge.
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CHAPTER 8
AS S E MBL Y OF TRI P L E - S TORY BRI DGE S
LAUNCHING NOSE AND OVERHEAD BRACING 103
THE DOUBLE-TRIPLE BRIDGE 107
THE TRIPLE-TRIPLE BRIDGE 107
ASSEMBLY OF BRIDGES WITH UNDERSLUNG STORY 109
This chapter describes the assembly and
composition of triple-story bridges and their
launching noses. The normal cantilever
method used for launching single- and
double-story bridges is used for launching
triple-story bridges. However, some triple-
story bridges must be launched incomplete to
reduce launching weight.
Triple-story bridges are normally assembled
by truck-mounted cranes. If cranes are not
available, parts can be placed with gin poles,
5-ton wreckers, or carried by hand. Triple-
story bridges can be assembled with all three
stories above the decking system (Figure 8-1)
or with one story underslung (Figure 8-2).
When all three stories are above the decking
system, the top chord of the upper story must
be braced laterally with transoms and sway
braces. When one story is below the decking
system, lateral bracing in the bottom chord of
the underslung story is required only when
the wind velocity is more than 50 miles (80.6
kilometer) per hour. The class of triple-story
bridges is not affected by the location of the
deck or by the omission of one story of panels
in each end bay.
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LAUNCHING NOSE AND OVERHEAD BRACING
LAUNCHING NOSE ASSEMBLY
AND COMPOSITION
Assembly of the launching nose for triple-
story bridges is the same as for single- and
double-story bridges. However, the launching
weight of the nose and bridge is limited by the
120-ton (108.8 metric tons) capacity of the
near-bank rocking rollers and the lower-
bridge chords which they support. The com-
position of the launching nose for the various
combinations of span and bridge assembly is
given in Tables 8-1 and 8-2 (page 104). These
tables must be followed exactly.
OVERHEAD BRACING
The upper story of triple-story bridges, with
all three stories above the floor system, is
braced by using overhead-bracing supports
with transoms and sway braces on the top
chord of the upper story (Figure 8-l). Another
method is to invert the third-story panels and
place transoms and sway braces in their
normal seating on the inverted panels.
With overhead-bracing supports
When overhead-bracing supports are used,
place one support per girder on each bay of
the bridge. Position the supports on panels of
the inner and second truss over the chord-bolt
holes nearest to the female lugs. This provides
clearance for the bracing frames on the top
chord. Fasten transoms to the tops of the
supports and pin sway braces to the pro-
jecting ears on the supports (Figure 8-3, page
105).
Without overhead-bracing supports
When overhead-bracing supports are not
used, the panels of the third story must be
inverted so that transoms and sway braces
can be inserted (Figure 8-4, page 106). Tran-
soms are fitted on the transom seats beneath
the upper chord of the top story and are held
in place by transom clamps. Sway braces are
placed in the sway-brace holes in the sides of
the upper chord of the third-story panels. One
transom and two sway braces are used per
bay.
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THE DOUBLE-TRIPLE BRIDGE
DESCRIPTION
Double-triple bridges are normally assembled
bay by bay on rollers and launched complete.
Some of the longer, spans, however, must be
launched incomplete to reduce the launching
weight.
METHOD OF ASSEMBLY
When assembly of the nose is completed,
assemble the first bay of the bridge as follows:
1 Connect inner and outer truss panels to
last bay of nose. Assemble parts into
place.
2 Add transoms, bracing, and decking in
the same way as for single-story bridges.
3 Add panels to second and third story with
cranes. Stockpiles are located near cranes
DESCRIPTION
Triple-triple assembly is uncommon. Its
heavy launching weight could cause failure
of the rollers or lower chord of the bridge. For
this reason, special methods must be used for
assembling triple-triple bridges.
ASSEMBLY AND LAUNCHING
Triple-triple bridges can be launched incom-
plete or by using a temporary launching pier.
Triple-triple bridges are launched incomplete,
using the assembly given in Table 8-2, to
reduce launching weight and prevent over-
load of the rollers. The bridge is assembled
and launched as follows:
4
5
6
to aid handling. Place bracing frames on
front and rear panel verticals in second
and third stories and on top chord of third
story.
Lift overhead-bracing supports with
cranes and position over chord-bolt holes
nearest female lugs of panels. Bolt to
girder on one side of bridge only. Bolts on
other side are left out because bolt holes
may not line up when transom is placed
on supports, since the girders tend to lean
slightly toward center.
Position overhead transom and fasten by
the two clamps on each support.
Insert jack between support that is not
bolted and outer truss of bridge. Force
THE TRIPLE-TRIPLE BRIDGE
1
2
3
Assemble nose and partial bridge exactly
as shown in Table 8-2 according to span
length, and launch to far-bank rollers
using normal methods of assembly and
launching.
Continue launching bridge over gap until
near-bank rocking rollers are under last
triple-triple bay of bridge. Dismantle nose
beyond far-bank rocking rollers (Figure
8-5, page 108).
Make near-bank end double-triple bay
triple-triple, and add enough triple-triple
bays to obtain required bridge length (six
7
8
9
4
girders out and insert two chord bolts in
the support.
Position overhead sway braces but do not
tighten until overhead transom in next
bay has been fixed.
Place the rest of the panels with cranes.
Assemble on the ground a single-truss
section of two panels connected by chord
bolts. When the two-panel section is
completed, attach a sling and lift the
section into place by a crane. Insert top
panel pins first and bottom ones next.
Add the transoms and deck while
assembling the rest of the stories.
more triple-triple bays at most). This gives
the required bridge length for all but the
210-foot (64 meters) span. Because of
staggered assembly, the end bay of the
latter bridge must be left double-triple at
this point. Decking in 180-foot (54.9
meters) and shorter spans can be con-
tinued to the end of the bridge (Figure 8-5).
Continue launching bridge until the near-
bank rocking rollers are again under the
last triple-triple bay of bays added (Figure
8-5).
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5
6
7
Add five bays of double-single nose to the
near-bank end of all bridges (Figure 8-5).
Add two more bays to the 210-foot (64
meters) bridge to get the required bridge
length before adding this tail assembly.
Launch bridge forward until the three
double-triple bays at front of bridge are
beyond far-bank rollers. Complete double-
triple bays by converting to triple-triple
and adding transoms (Figure 8-5).
Pull bridge back to final position, remove
double-single tail, and complete assembly
in usual manner (Figure 8-5).
Triple-double bridges can be launched using
a temporary launching pier. Assemble and
launch a normal triple-double bridge. At the
same time, assemble a temporary launching
pier from panel-bridge parts. The pier can be
offset from the center of the gap so the short
span is not less than 60 percent of the long
span. After the pier is completed, place a
platform on top of it to carry jacks. When the
triple-double bridge has been jacked down
onto the bearings, insert jacks under the
bridge at the pier, and jack up the bridge to
about horizontal. Then use a truck crane to
place the third-story panels and the overhead
bracing. Jacking most of the sag out of the
bridge makes it possible to place the third-
story panels. When a fixed pier cannot be
used, use a floating pier. The pontons are
partly filled with water to float the pier under
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the bridge, and the water is pumped out to
raise the bridge. Information on pier reactions
is given in Chapter 16, and on panel crib piers
in Chapter 17.
VERTICAL CLEARANCE
The vertical clearance in triple-story bridges
is of prime importance when loaded tank
transporters are to pass over them. This is
especially true when expedient overhead
bracing is used. If greater vertical clearance
is needed, underslung stories or deck-type
construction may be used to provide the
required bridge class.
USE OF MECHANICAL MEANS
It is normally necessary to launch triple
story bridges by mechanical means. Take
special care to see that the assembly of the
bridge and nose is correct and that the rollers
are properly leveled. The launching weight of
these bridges is high and slight errors can
cause failure.
JACKING DOWN
Normal jacking down methods cannot be
used for triple-story bridges. There is not
enough room at the end posts to use the
required number of jacks. Use either jacks of
higher capacity or the methods of jacking
down bridges on intermediate piers. Using
intermediate pier methods requires room
ahead of the bearings for placing the jacks
and the timber grillage under the bottom
chord to catch the bridge if the jacks slip or
fail.
ASSEMBLY OF BRIDGES WITH UNDERSLUNG STORY
METHODS
Triple-story bridges with underslung story
are normally assembled and launched by one
of the following methods:
Launched with underslung story, using a
temporary launching pier at center of
gap. This method is normally used when
the launching pier can be positioned.
Launched as double-story bridge, with
underslung story added after bridge is in
place. This method is normally used when
the launching pier cannot be positioned.
Launched as double-story bridge, jacked
down approximately 6 feet (1.8 meters),
with third story added on top chord. This
method requires jacking the bridge an
excessive distance and generally is not
used.
USING TEMPORARY
LAUNCHING PIER
This method requires a temporary inter-
mediate launching pier at the center of the
gap. It also requires enough room under the
near-bank abutment to add one story of
underslung panels. The bridge is assembled
and launched as follows:
1 Assemble a panel crib pier at the center of
the gap strong enough to carry the com-
pleted triple-story bridge (Chapter 17).
The pier must have at least two bays of
panels horizontal (Figure 8-6, page 110).
On the pier bay toward the far bank, place
rocking rollers at same elevation as near-
bank rollers. On the near-bank side of the
pier, assemble a bay one panel height
below the bay toward the far bank, and
place rocking rollers.
2 Assemble double- or triple-truss single-
story bridge using normal launching nose
and assembly methods for abridge length
equal to one half the width of the gap
(distance from near bank to forward
rocking rollers on pier).
3 As soon as the launching nose has landed
on the pier rocking rollers on the far-bank
side of the pier, add underslung panels,
starting with the second bay of bridge.
4 Continue launching the double-or triple-
truss single-story bridge and adding the
underslung story until the underslung
story reaches the pier (Figure 8-6).
5 When the underslung panels land on the
pier rocking rollers on the near-bank side
of the pier (Figure 8-6), remove the pier
rocking rollers under the launching nose.
Also remove the top bay of panels on the
far-bank side of the pier under the
launching nose.
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6
7
8
9
Continue launching until bridge lands on
far-bank rocking rollers. Remove
launching nose and position end posts.
Before jacking bridge down onto bearings,
remove one complete story from pier and
place a working platform on the pier.
Jack up center of bridge at intermediate
pier until bridge is approximately level.
This reduces sag and eliminates difficulty
in placing third-story panels.
Add third-story panels by using truck
crane or truck, or by hand.
Remove construction pier. Bridge is now
complete.
ASSEMBLY IN PLACE
An underslung story can be added to a
double-story bridge in place by using a truck
crane. This is the easiest and fastest way.
Lower single panels over the side with a truck
crane and attach them with chord bolts.
Place inner panels first. Use blocks and
tackle to position the inner truss panels.
Other truss panels can be positioned directly
with the crane.
When a truck crane is not available or when it
causes too much sag in the bridge, the under-
slung story can be added as follows:
1 After the double-story has been assembled
and launched, position plain rollers out-
side of and about 10 inches (25.4 centi-
meters) from the existing outside truss.
Place the front roller 3 feet 6 inches (1.07
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2
3
4
meters) from the base plate position and
another roller 25 feet (7.62 meters) from
the first. Additional rollers 25 feet (7.62
meters) apart can be placed if necessary.
Assemble a single-truss girder one half of
the total length of the bridge minus one
bay (not to exceed 12 bays).
Attach one raker per bay to the bottom
bracing-frame hole on the inner truss
panel chord. Lay rakers flat across the
bottom chords of the panels so they project
beyond the side of the bridge and over the
gap.
Place 3-by 6-inch (7.6 by 15.2 centimeters)
packing timbers on top chord of bridge in
every fourth bay. Hold in place with
chord bolts through chord-bolt holes
nearest female lugs. Place l-inch (2.54
centimeters) timber packing between gril-
lage and chord. Suspend double-or triple-
block and tackle from each timber, one at
5
6
7
8
outside end and one between first and
second truss.
Launch single girder over plain rollers on
bank and rakers on bridge until it is in
position to be lowered. Attach outer tackle
to girder, remove rakers, and then lower
girder until top chord is below bottom
chord of the bridge. Attach inside tackle
below the bottom chord of the bridge to
the girder with a sling which passes
around the bottom chord of the inner
truss of the bridge (Figure 8-7).
Remove outer tackle and lift girder into
position under lower chord of bridge with
inner tackle.
Insert chord bolts and tighten to fix girder
into position.
Remove inner tackle and repeat procedure
for the rest of the trusses.
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CHAPTER 9
TRAF F I C CONTROL
To ensure that vehicle drivers recognize and
follow class and clearance restrictions, and
that vehicles come upon the bridge properly,
use traffic control measures.
BRIDGE SIGNS
Mark bridges and access roads with standard
North Atlantic Treaty Organization (NATO)
bridge and vehicle classification signs. These
signs state the class, the roadway width, and
the overhead clearance of the bridge. Details
on the proper posting of NATO bridge signs
are found in Field Manual 5-34.
BRIDGE GUIDES
Post traffic guides at each end of long bridges
or at one end of short bridges. The guides
duties are to
Enforce traffic restrictions and bar unsafe
vehicles. The guide determines the proper
crossings of critical vehicles and bars all
vehicles having vehicle class numbers
exceeding the posted bridge class. The
guide permits caution and risk crossings
only when so authorized and in the
presence of higher authority. (This higher
authority must have theater or area
approval of caution and risk crossings.)
Keep traffic moving to avoid congestion.
Arrange for alternative flow of traffic
when needed to keep the bridge exit clear.
112
To avoid congestion, waiting vehicles are
directed to park off the road.
Stop traffic when bridge is damaged.
Keep vehicles spaced properly and within
speed limits specified for the type of
crossing authorized.
Help drivers of wide vehicles by giving
instructions and signal guidance across
the bridge.
Maintain markers in a clean and easily
recognizable condition. This is parti-
cularly necessary for the luminous
painted panel verticals and roadway center-
line when these are used.
Approach guides are stationed on approach
roads or at the intersection of an approach
road with the main traffic net. They control
the traffic on the approach roads. Normally,
units other than the bridge crew provide the
approach guides.
The two guides on long bridges should
communicate by telephone. The guides at the
bridge and the guides on the approach roads
should also be able to communicate directly.
BRIDGE MARKING
Luminous tape for distinguishing the bridge
during blackout conditions is provided with
the bridge set. The tape is attached to the
approach posts and is not visible from the air.
These markers help guide drivers to and
through the bridge and help to keep traffic
moving steadily. They may be arranged on
the bridge and at the approaches in different
ways, according to the type of approach,
length of the bridge, and amount of skylight.
Figure 9-1 shows a suggested arrangement of
blackout markers on the approach and on the
bridge. On the bridge, place tape level with
the top of the bottom story.
As a further aid in night driving and
particularly as a guide for very wide vehicles,
a 4-inch (10.1 centimeters) wide centerline in
the roadway should be painted with luminous
or white paint. Ribbands, end posts, panel
verticals, panel chords, and gusset plates
may also be painted with luminous or white
paint. These painted markings aid in guiding
wide vehicles in the daytime as well as all
night traffic (Figure 9-2). Since luminous
paint might be seen from the air, use it only
when and where the tactical situation permits
its use.
ROAD SURFACE
To avoid shocks and possible displacement of
the bridge from the impact of vehicles striking
its end, build up the road surface to about an
inch (2.5 centimeters) above the decking of
the ramp.
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CHAPTER 10
TWO- L ANE THROUGH- TYP E BRI DGE
The two-lane through-type panel bridge is
used to provide two-way traffic where bridge
supports at a demolished bridge are too
narrow for two separate bridges (Figure 10-1).
This type of bridge is also useful where a
narrow launching site necessitates lateral
movement of separately launched bridges to
position them on their bearings. In this case,
it would be easier to build a two-lane bridge.
The maximum span that can be launched NUMBER OF PARTS AND SPARES
by standard launching methods is 160 Formulas for computing the number of parts
feet. and spares required to assemble the bridge
and nose are given in Table A-8, Appendix A.
Launching and jacking down are more The percentage of spares used for single-lane
difficult than for a single-lane bridge. bridges is also used for two-lane bridges.
DESCRIPTION
The bridge consists of two independent outer
girders and a common middle girder, as-
sembled from standard panel-bridge parts.
The middle girder carries about half the total
load and must be about twice as strong as the
outer girders. Transoms overlap and occupy
alternate transom seatings on the middle
girder. Only the types of construction shown
in Figures 10-2 to 10-7 (pages 116 and 117)
and listed in Table 10-1 are used. Table 10-2
gives maximum spans that can be assembled
and launched with standard equipment.
Longer spans can be launched by using
greased timbers or other expedients.
CLASS
The class and maximum spans of two-lane
bridges are the same as those of single-lane
bridges, with the same truss assembly as the
outer girders (Table 10-3, page 118).
LIMITATIONS
Two-lane through-type bridges have the fol-
lowing limitations:
114
ASSEMBLY DETAILS
The assembly of two-lane bridges differs
from single-lane assembly in several ways.
The first of these concerns transom seating
in triple-single/triple-double bridges. The
spacing of trusses in the girders of this bridge
is normal with respect to one lane. With
respect to the other lane, however, the two
middle-girder trusses nearest that lane are
spaced at 8 1/2 inches (20.8 centimeters) instead
of 1 foot 6 inches (44.1 centimeters). Accord-
ingly, transoms from that lane do not fit on
seating pintles of the center truss; these
pintles must be removed or transoms drilled
(Figure 10-8, page 119).
Ramp clearance also differs. To provide clear-
ance between transoms and ramps at the
ends of single-single/double-single and double-
single/double-double bridges, cut a 3 1/2- by
4 1/2-inch (86 by 11 centimeters) notch in tran-
soms seated on the end posts and offset the
ramp transoms 2 1/4 inches (5.5 centimeters)
from the bridge centerline (Figure 10-9, page
120).
The number of bays and assembly of
launching noses is determined as follows:
For single -single/double-single and
double-single/ double-double bridges,
noses consist of three single-single
trusses. Assemble one completely braced
nose of the required length for one lane.
For the second lane, add a single truss
and connect it to the middle truss by
transoms overlapping the transoms of
the first lane. Add rakers to the second
lane, but omit sway bracing (Figure 10-10,
page 121).
For triple- single/triple-double, triple-
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single/quadruple-double, and double-
double/quadruple-double bridges, noses
normally consist of single-single outer
girders and two single-single middle gir-
ders (Figure 10-11, page 121). However, all
girders in the last two nose bays of the
140-foot (43 meters) double-double/
quadruple-double and the last three nose
bays of the 150- (46.2 meters) and 160-foot
(49.2 meters) double-double/quadruple-
double bridges are double-truss assembly.
In all cases, place transoms in alternate
seatings and brace the nose the same as
for normal assembly. Transoms connect
the nose girders of the triple-single/triple-
double bridge. However, the nose girders
of the triple-single/quadruple-double and
double-double/quadruple-double bridges
cannot be connected because transoms
are not long enough except in double-
single/quadruple-single nose bays.
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117
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WORKING PARTIES
AND ASSEMBLY TIME
With the same party organization as for a
single-lane bridge, assembly time for a two-
lane bridge is slightly more than twice as
long. With a specially organized crew (Table
10-4), assembly time for a two-lane bridge is
slightly less than twice the assembly time for
a single-lane bridge. Unloading and security
details are the same as for a single-lane
bridge.
ROLLER LAYOUT
Figures 10-2 to 10-7 show lateral spacing of
rocking rollers for various types of bridge
assembly. Roller loads for outer girders are
the same as for single-lane bridges. However,
since roller loads for the middle girder are
about double, use enough plain rollers under
this girder to prevent overloading them.
These plain rollers must be staggered to
provide clearance between them (Figure 10-
12). Chapter 5 describes the method of using a
transom to position bearings for rocking
rollers. Rocking rollers are used on the far
bank for all bridges except single-single/
double-single, where plain rollers may be
used.
ASSEMBLY AND LAUNCHING
Methods of assembling and launching the
two-lane bridge are the same for both the
single-lane assembly party and the organi-
zation given in Table 10-4.
Assembling
Assemble a single-single/double-single, and
double-single/double-double bridge as
follows:
1
2
3
4
Assemble one lane of launching nose
with sway bracing in every bay, using
launching links if necessary. Place one
transom behind forward upright of panel
in first bay and one transom on front of
rear upright of panel at each joint. Fix
rakers at each joint.
Add third truss for other lane, using
launching links if necessary.
Place one transom of panel in first bay
and one transom behind upright of panel
at each joint. Fix rakers at each joint.
Assemble bridge the same as for single-
lane bridge assembly, keeping panels in
one lane one bay ahead of panels in the
other lane. Attach all bracing frames as
for a single-lane bridge.
Assemble a triple-single/triple-double, a triple-
single/quadruple-double, and a double-
double/quadruple-double bridge the same as
for single-lane assembly, keeping panels in
one lane one bay ahead of panels in other
lane. For double- and triple-truss middle
girders, attach bracing frames, tie plates,
and rakers as in single-lane bridge assembly.
When middle girder is quadruple-truss as-
sembly, do not use tie plates between center
trusses; use full number of bracing frames
and rakers (Figures 10-2 to 10-7).
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Assemble a double-triple/quadruple-triple
bridge the same as a double-double/quad-
ruple-double bridge. However, when using
overhead bracing supports in both lanes,
make sure female panel lugs in one lane face
in opposite direction to female lugs in other
lane. This prevents interference between over-
lapping transoms.
Launching
Table 10-3 gives the launching weight for
each type of assembly. The lighter bridges
listed in the table can be launched by single-
lane launching methods. For heavier bridges,
use vehicles with winches to aid in launching.
To keep the balance point of bridge and nose
behind the near-shore rocking rollers, be
careful not to overload rollers. Spans longer
than those listed in Table 10-2 can be
launched by
Skidding the bridge over greased timbers
to give more bearing along the lower
chord of the girders. The bridge load,
however, must not exceed the crushing
strength of the timber.
Launching the bridge in skeleton form so
the allowable load on the rollers is not
exceeded.
Using a special rocking distributing beam
for mounting two rocking rollers in line
under each truss.
Jacking
Jacking of a single-span two-lane bridge is
done the same as for a single-lane bridge. For
jacking bridges on piers, see Chapter 16.
Table 10-5 (page 124) gives maximum lengths
of adjacent spans of continuous-span two-
lane bridges that can be jacked over inter-
mediate piers with jacks arranged as shown
in Figures 16-18 and 16-19.
REINFORCED TWO-LANE BRIDGES
Two-lane bridges are reinforced by adding
trusses or stones using the same methods as
for single-lane bridges. Normally, reinforce-
ment for only one lane is necessary. For
capacity greater than class 70, the deck
system must be reinforced by using four
transoms per bay instead of two and by
adding longitudinal wear treads. Table 10-6
(page 125) gives the truss asssembly of
reinforced two-lane bridges. Stories can be
added to the top of the existing girders or they
can be underslung. However, when the middle
girder is reinforced to triple-story, the panels
must be underslung unless the reinforced
outer girder is also triple-story; otherwise,
overhead bracing cannot be installed.
Reinforcing one outer girder
One lane of a two-lane bridge can be rein-
forced by reinforcing one outer girder. How-
ever, the reinforced lane has the capacity of a
single-lane bridge of the same assembly as
the reinforced outer girder only when the
normal lane is closed to traffic.
Reinforcing one outer girder
and middle girder
When both the outer and middle girders are
reinforced, the reinforced lane has the same
capacity as a single-lane bridge of the same
assembly, without closing the normal lane to
traffic.
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CONVERSION OF SINGLE-LANE
BRIDGES TO TWO-LANE BRIDGES
A single-lane bridge can be converted to a
two-lane bridge without closing the bridge to
traffic for along period. If a two-lane bridge is
to be centered on an old bridge centerline,
proceed as follows
1 Remove approach ramps on each bank
and jack bridge up. Lay transom on three
plain rollers on each bank perpendicular
to bridge centerline, so raker lugs come
directly under space between girders of
end bays. Add extra bays to the bridge
where insufficient working space on bank
is available, before placing transoms.
2 Prepare new bank seats and position
grillage. The center grillage must be twice
the width of the outer grillage.
3 Jack bridge down on the transoms resting
on the rollers, and move bridge sideways
to new position.
Note: Launching nose for triple-
single/triple-double, triple-single/quad-
ruple-double, and the remainder of double-
double/quadruple-double bridges is sim-
ilar, with extra transom and two bays of
double-single/quadruple-single assembly
omitted.
4 Position bearings for bridge in its new
location. Bearings are placed under orig-
inal end span or extra span, depending on
bank conditions. Jack bridge onto
bearings.
5 Place ramps and open single lane of
bridge to traffic (Figure 10-13).
6 Position rollers for third girder and launch
by single-girder method (Figure 10-13).
See Chapter 19 for launching by single
girders. The third girder can also be
launched by using a truck crane on deck
of existing bridge.
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7 Connect third girder to rest of bridge with
transoms. If available, use a truck crane
to place transoms. If a truck crane is not
available or if sag is great, add second
story to middle girder before connecting
third girder with transoms.
8 Add second story to middle girder.
9 Deck second lane.
If the existing bridge is to remain in position,
proceed as follows:
1 Jack bridge up and double grillage area
under center girder. Jack bridge down. If
bridge is to be lengthened, add extra bays
and locate bearings and grillage in new
position.
2 Proceed as for two-lane bridge.
Note: Single lane is open to traffic during
construction.
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CHAPTER 11
E XTRA- WI DE NE D BAI L E Y BRI DGE M3
COMPONENT PARTS 130
ASSEMBLY AND LAUNCHING OF SINGLE-STORY BRIDGES 132
ASSEMBLY AND LAUNCHING OF DOUBLE-STORY BRIDGES 135
ASSEMBLY AND LAUNCHING OF TRIPLE-STORY BRIDGES 136
GRILLAGES AND RAMP SUPPORTS 136
The introduction of wider vehicles prompted
the development of the extra-widened Bailey
bridge M3. The US Army does not stock the
M3 Bailey bridge. It is a standard bridge in
the United Kingdom. This bridge has a 13-
foot 11-inch (4.3 meters) clear roadway and
a clear distance between trusses of 15 feet 81/2
inches (4.8 meters), as shown in Figure 11-1.
This added width requires certain new parts
that are not contained in the M2 bridge set.
The most important of these are a long
transom, more stringers, long chess, sway
braces, and bracing frames. The bridge nor-
mally is assembled for either class 30 or class
80 loads. The maximum spans for each type
of assembly at these classes are given in
Table 11-1. The weight, in short tons, per
typical bay for each type of assembly, class,
and span is given in Table 11-2.
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COMPONENT PARTS
TRANSOM
The transom is a 12-inch (29.4 centimeters)
I-beam, 19 feet 11 inches (6.1 meters) long,
tapered at the ends to 10 inches (24.5 centi-
meters) as shown in Figure 11-2. Two tran-
soms per bay are used for class 30 bridges and
four transoms per bay are used for class 80.
CHESS
The chess are 15 feet (4.6 meters) long, 8
inches (21.4 centimeters) wide, and 3 5/8 inches
(8.9 centimeters) deep. Thirteen chess are
required for each bay of the bridge except the
head bay, which requires 14. The latter is for
class 80 only.
STRINGERS
The plain and button stringers are the same
as those used in the M2 bridge, except that
the length of the head bay for class 80 bridges
requires two long button stringers, M3, and
two plain stringers, M3. These stringers are
10 feet 11 inches (3.2 meters) long. They are
used in the class 80 bridge only and not in the
class 30 bridge.
TRANSOM CLAMP
The transom clamp is the same as that used
in the M2 bridge except that the width across
the top has been reduced slightly to prevent
the arm from interfering with the vertical
bracing frame used in the bottom story of
triple-truss bridges.
RIBBANDS
The ribbands are the same as those in the M2
bridge, except that two long ribbands, M3,
are required in the head bay of the class 80
bridge. These are 10 feet 11 inches (3.4
meters) long.
END POSTS
The male and female end posts are the same
as those used in the M2 bridge except that in
tripe-truss bridges the male end posts for the
middle truss of both class 30 and class 80
bridges above the transom bracket removed.
This permits rakers to be connected between
the end posts on the inner trusses and the
transom. Use female end posts, M3, only on
the middle truss of the end bay of class 80
bridges.
HEADLESS PANEL PIN
Headless panel pins are used on triple-truss
assembly to connect the end posts, M3, to the
middle trusses. They enable the end posts to
be fitted after the launching nose has been
removed and allow damaged end posts to be
replaced. These panel pins, M3, are similar to
those in the M2 bridge except the head is
removed (Figure 11-3).
RAKER
A new type of raker, M3, has been developed
for use with the extra-widened Bailey bridge,
M3. It is a 3-inch (7.4 centimeters) channel, 3
feet 8 5/16 inches (1.1 meters) long, as shown in
Figure 11-4.
RIBBLT BOLT
A ribband bolt, M3, is used as shown in
Figure 11-5.
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BRACING FRAME
The bracing frame, M3, has an additional
pair of dowels, as shown in Figure 11-6, to
accommodate the bracing bolts connecting it
to the middle truss of a triple-truss bridge.
SWAY BRACE
The sway brace, M3, is similar to that in the
M2 bridge, but is 18 feet 1/8 inches (5.3 meters)
between centers of eyes with the turnbuckle
screwed tight.
OVERHEAD SWAY-
BRACE EXTENSION
The overhead sway-brace extension has an
eye at one end and a jaw at the other. It is
connected to the sway brace, M3, for use in
the overhead bracing of intermediate bays of
triple-story bridges.
RAMP PEDESTAL
The ramp pedestal, M3, is used to support the
deeper (12-inch) (29.4 centimeters) portion of
the M3 transom. It is similar to the pedestal
used in the M2 bridge, but is deeper and has a
wider space for the transom (Figure 11-7).
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ASSEMBLY AND LAUNCHING OF SINGLE-STORY BRIDGES
METHOD
The method of assembling and launching
single-story M3 bridges is the same as that
for the M2 bridge except for roller layout,
launching nose, triple-truss assembly, and
class 80 decking. The number of parts re-
quired per bay is given in Tables A-9 and
A-10, Appendix A, for class 30 and class 80
bridges.
ROLLER LAYOUT
The lateral spacing of rollers is shown in
Figure 11-8. The rollers must be staggered for
triple-truss assembly. There is no suitable
bridge part to use as a distance gage, and the
roller templates must be positioned by means
of steel tape or improvised gage.
For 30- and 40-foot (9.2 and 12.3 meters)
bridges, place a plain roller 15 feet (4.6 meters)
from the rocking roller. On longer spans,
space plain rollers at 27 feet (8.3 meters) and
up, in increments of 25 feet (7.7 meters);
consequently, the longitudinal spacing of
plain rollers is normally at 27 feet (8.3 meters),
52 feet (23.3 meters), 77 feet (23.7 meters), and
so forth.
LAUNCHING NOSE
Information on launching weights and
launching nose assemblies for various types
of class 30 and class 80 bridges is given in
Tables 11-3 and 11-4 (page 134).
Note the following:
The bridge is launched complete with
decking and footwalks, except where
shown.
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For the class 80 double- or triple-truss
bridge, two rocking rollers are needed
under each side, including the far bank
for the launching nose.
Use launching links not more than 40 feet
behind the end of the single-single portion
of the nose, and not more than 20 feet
behind the end of the double-single portion
of the nose.
Due to the greater width of the bridge, set
one transom with two rakers in each bay
of the nose, and also set sway braces in
each bay.
TRIPLE-SINGLE ASSEMBLY
After assembly of the skeleton launching
nose, assemble the bridge trusses in echelon,
with each outer truss always having one
panel more than the adjacent truss. It is not
possible to add a third truss to a double-truss
bridge.
Assemble the first bay of the bridge as
follows:
1 Connect the first two inner-truss panels
to the inner trusses of the launching nose,
driving the panel pins outward.
2
3
4
5
6
7
8
Place a transom through these panels in
front of the center vertical, and connect
the long arms of the sway braces to the
front ends of the panels.
Assemble two panels for the middle
trusses, and connect them to the transom
clamps.
Assemble two panels for the outer trusses,
and connect them to the transom clamps.
Pass a second transom through all three
trusses of the first bay behind the front
vertical, and a third transom in front of
the rear vertical. Connect the panels to
the transom with transom clamps.
Connect the short arms of the sway braces
to the rear position, and fit bracing frames
in the first bay on the top chords.
Fit bracing frames in front of the front
verticals and behind the rear verticals.
The front bracing frames are removed
before the end posts are fitted.
Tighten transom clamps and sway braces.
Place stringers and decking.
Assemble the second bay of the bridge as
follows:
1 Place two panels for the outer trusses and
connect them with pins driven inward.
Drive outward all further pins on all
trusses.
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2 Place two panels for the outer trusses of
the third bay, and connect them with pins
driven outward.
3 Place two panels for the middle trusses in
the second bay, using headless panel
pins.
4 Connect two additional panels in bays
four, three, and two, driving the panel
pins outward.
5 Fit front end of sway brace in the second
bay.
6 Pass a transom through all trusses in the
second bay in front of the rear vertical,
and another in front of the center vertical.
Connect them with transom clamps.
7 Connect the sway braces to the rear
positions.
8 Fit the bracing frames on the top chords,
and behind the rear verticals of the second
bay.
9 Tighten transom clamps and sway braces.
For subsequent bays, the sequence of as-
sembly is similar to that described above.
Make sure that each truss in each outer bay
has one more panel than the truss in the next
inner bay.
For decking, the placing of stringers and
chess follows the same sequence as in the M2
bridge, except for the number of stringers in
134
all bays, and the number of chess in the head truss, and the rear transom to the panels
bay.
CLASS 80 DECKING
The triple-single assembly procedure just
given is based on class 30 decking. For class
80 decking, the procedure is as follows:
1 Four transoms are required per bay. In
both double- and triple-truss bridges, add
the extra two transoms behind the center
and front verticals.
2 Fit transom clamps alternately on the
center vertical. For example, clamp the
front transom to the panel in the second
in the first and third trusses.
3 Continue the stringers to the transoms on
the end posts at each end. This makes the
head bay of decking an n-foot bay. To do
this, lay the first bay of stringers with two
button stringers, M3, on the outside, then
two plain stringers, M2, inside these, and
two plain stringers, M3, inside again, and
one plain stringer, M2, in the center. In
the last bay use three plain stringers, M3.
In all other bays use plain and button
stringers, M2.
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4 In the first bay use 14 chess and ribbands,
M3. Use M2 ribbands and 13 chess in
other bays.
END OF BRIDGE
Place the end posts, bearings, and base plates
in the same way as the M2 bridge for single-
and double-truss bridges. Make the following
changes on triple-truss bridges:
Place base plates as for double-truss
bridges. The outer bearing carries the end
posts of the second and third trusses on
the two seatings each side of the center
seating. The inner bearing carries the end
post of the inner truss on its outer seating,
as shown in Figure 11-9.
Fit end posts, M3, to each end of the
second truss, using headless panel pins.
Fit rakers on inner end posts, and tie
plates between end posts on second truss.
It is not possible in the class 30 bridge to
fit rakers at the tail end of the bridge
because there is no transom on the end
posts.
ASSEMBLY AND LAUNCHING OF DOUBLE-STORY BRIDGES
METHOD
The method of assembling and launching a
double-story M3 bridge is the same as that for
the M2 bridge, except for a few differences
and the need to assemble the lower story.
ROLLERS
In addition to the pair of plain rollers required
on each side of the bridge 50 feet (15.4 meters)
behind the launching rollers, a pair is re-
quired 75 feet (23.1 meters) behind them. For
bridges over 140 feet (43.1 meters), double
rollers are required at 125 feet (38.5 meters)
behind the launching rollers.
SECOND-STORY,
TRIPLE-TRUSS BRIDGE
For a second-story, triple-truss bridge, the
assembly is the same as that for the M2
bridge, but the sequence of adding panels
must be the same as in triple-single assembly.
It is not necessary to use headless pins,
provided the order of assembly is as follows:
Bay No. lOuter panel
Bay No. 2Outer panel
Bay No. lSecond panel
Bay No. 3Outer panel
Bay No. 2Second panel
Bay No. lInner panel
Bay No. 4Outer panel
Bay No. 3Second panel
Headless pins must be used on the end posts,
M3, where they are connected to the lower
chords of the second truss of the second story.
Tie plates are not required.
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ASSEMBLY AND LAUNCHING OF TRIPLE-STORY
METHOD
BRIDGES
OVERHEAD BRACING
The method of assembling and launching a
triple-story bridge is the same as that for an
M2 bridge, except for several factors. For a
triple-triple bridge, the sequence of adding
panels in the top story must follow the order
given for a second-story, triple-truss bridge
except that assembly begins in the second
bay. There are no panels in the top story of
the first and last bays. Similarly, the sequence
for the lower story of a bridge with underslung The only difference from the assembly of the
bottom story must be the same. M2 bridge is that the overhead sway-brace
extensions are fitted to the sway braces before
LAUNCHING they are connected to the overhead-bracing
For all class 30 bridges, launch the bridge supports, which are reversed so that the
with the top story in place. For the class 80 sway-brace pinholes are on the outside of the
bridge with a span of 120 feet (36.9 meters), it girders.
is possible to launch the bridge as double
story and add the third story afterwards.
GRILLAGES AND RAMP SUPPORTS
GRILLAGES
The same grillages as those for the M2 bridge
can be used. The maximum base plate re-
actions are given in Table 11-5 and the
maximum launching roller weights in Tables
11-3 and 11-4.
RAMP SUPPORTS
The end transoms of both class 30 and class
80 bridges must be supported at their mid-
point. For class 80 bridges, the ramps must be
supported as shown in Figure 11-10.
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CHAPTER 12
DE C K - T Y P E B R I DGE S
Deck-type panel bridges are normally two-
lane, class 50 or higher bridges assembled to
replace single-lane bridges. A deck-type panel
bridge has the following advantages over a
through-type bridge
Roadway can be wider for passage of
extra-wide vehicles.
Deck-type assembly allows greater side
overhang of vehicles.
A lighter decking system can be used
when the roadway is supported by trusses.
With some sloping banks, the span be-
tween abutments is shorter than in a
through-type bridge, because bearings are
set 5 feet (1.5 meters) below road level.
Demolished piers need not be built Up to
the level of the roadway.
There are no overhead restrictions.
A deck-type panel bridge has the following
disadvantages:
Excavation at abutments may be neces-
sary because bearings are 5 feet (1.5
meters) below the roadway.
It is more difficult to launch.
It must be lowered 5 feet (1.5 meters) onto
the bearings.
Waterway clearance is decreased.
RECOMMENDED BRIDGE DESIGNS
Use the following guidance in designing
deck-type bridges:
Group the trusses into three-truss girders,
and space girders evenly under the road-
way. The trusses may be single-or double-
story assembly, as shown in Figure 12-1.
Use bracing frames staggered at opposite
ends of each bay (see Figure 12-1) to tie the
trusses of each girder together. Every two
bays are cross braced by angles welded
diagonally across the bottom chords of all
trusses. The decking system serves as top
lateral bracing.
Make the decking system from standard
panel-bridge parts (transom, stringers,
and chess) or timber.
End posts attached to top-story panels
may be rested on standard panel-bridge
bearings. In multistory assembly, omit
the end panels of the lower stories to allow
room for the abutment. If end posts are
not used, rest the trusses on timber
blocking or a rocker bearing under the
joint between the first and second bay
from each end. If the spans are broken at
the pier, fit the two ends with end posts. If
the spans are continuous, use a distri-
buting beam and rocker bearing (see
Chapter 16).
CLASS
The capacity of the standard two-lane deck-
type panel bridge varies with the span and
the number of traffic lanes loaded. The
bridges are given two class ratings, one for
one-way traffic and the other for two-way
traffic. Each of these ratings may be either a
single or a dual classification. For maximum
spans and classes of standard design two-
lane deck-type bridges, see Table 12-1 (page
140).
STANDARD DESIGNS
Standard design deck-type panel bridges are
illustrated in Figure 12-1. Material require-
ments of the standard-design deck-type
panel bridge can be found in Table A-11,
Appendix A.
ASSEMBLY
The most practical load distribution is ob-
tained by spacing the trusses uniformly under
a relatively stiff deck. Use five three-truss
girders (15 trusses) under the bridge deck.
Space trusses in each girder 1 foot 6 inches
(44.1 centimeters) apart and tie together with
bracing frames.
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Bracing
Use bracing frames as much as possible at
panel junctions to space the trusses and to
provide lateral stability in each three-truss
girder. To brace and tie the five three-truss
girders together, weld 3-by 3-inch (7.4 by 7.4
centimeters) angles diagonally across the
bottom chords of each two bays. Welding
must be done carefully so the properties of the
high tensile steel in the panel-bridge parts
are not changed. Use mild steel bracing members,
and weld them in place before any loads are
applied to the bridge.
Decking
Before the timber decking is laid, weld 3-inch
(7.4 centimeters) angles transversely to the
top chords of the trusses at 5-foot (1.5 meters)
centers. These angles tie the trusses together
and provide a brace for clamping the ribband
bolts.
Laminate the timber decking or lay it in two
layers. Laminated decking (Figure 12-2, page
141) is better than layered decking because
the nails cannot work out under traffic
vibration. This reduces maintenance. Lay
timbers on edge perpendicular to the long
axis of the bridge and nail together horizon-
tally. For ease of assembly, 2-foot (73.5
centimeters) sections of laminated deck can
be prefabricated before-hand and then two
sections laid between each pair of angles.
Notch the end timber of each section to fit
over the horizontal legs of the angles. Then
nail timber wear treads to the deck.
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For layered decking (Figure 12-3, page 142),
lay 3- by 12-inch (7.4 by 29.4 centimeters)
planks across the trusses between the angles.
Notch every fifth timber to fit over the
horizontal legs of the angles. Then nail timber
wear treads to the deck.
Bearings
When end posts are used (Figure 12-4, page
143), place them at both ends of each truss
and seat them on standard bearings. Cutoff
the top lugs of the end posts flush with the
trusses so they do not interfere with the
decking.
When end posts are not used (Figure 12-4),
support the span on timber blocking at the
first panel junction from each end. The timber
blocking must extend at least 1 foot (29.4
centimeters) on each side of the joint. An
alternative method is to use a distributing
beam on a rocker bearing similar to the
support over immediate piers. With this type
of bearing, the effective bridge length is 20
feet (15.2 meters) greater than the gap be-
tween bearings. Also add timber blocking
under the cantilevered end of the panel to
eliminate a reversal of stress in panels near
the end of the bridge as a vehicle moves onto
the bridge. Over intermediate piers, the
trusses can be continuous or broken. If they
are continuous, provide a rocker bearing
(Chapter 16). If they are broken, attach end
posts to the ends of the trusses and seat two
ends on separate bearings. If timber decking
is used, the gap between the ends of the
spans may require an intermediate trestle to
support the decking (Figure 12-5, page 143).
With panel-bridge decking, the gap between
the ends of spans can be bridged by expedient
timber or steel stringers and chess (Chapter
16).
EXPEDIENT ASSEMBLY
For ease in launching, group trusses into two-
or three-truss girders tied together by bracing
frames. (Space these girders uniformly under
the deck.) If other spacings of the trusses are
used, expedient braces must be welded to the
end verticals of the panels in place of bracing
frames. Cross bracing must also be welded
across the bottom chords. Examples of ex-
pedient assembly are given in Table A-12,
Appendix A.
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LAUNCHING
Use the following guidelines when launching
a deck-type panel bridge:
Each three-truss girder may be launched
separately, or the entire bridge may be
launched as a unit by welding added
bracing to tie the girders together.
Launch individual girders of a single-
story bridge by pushing or pulling the
girder and launching nose out over the
gap, by launching from a high line, by
launching with derrick and preventer
tackle, or by lifting directly into place
with one or two cranes. Over a water gap,
girders may be placed on rafts and floated
out into the gap and then lifted into place
by a crane on a raft. See Chapter 19 for
details of these launching methods.
A single-story bridge may also be
launched as a unit by pushing or pulling
it on rollers out over the gap.
Use the following guidelines when launching
a double-story bridge as a unit
Tie the girders together by transverse
channels welded across the tops of the
bottom and intermediate chords.
The entire unit may be launched with a
launching nose and then jacked down
onto the bearings.
If a temporary pier can be built in the
middle of the gap to support the canti-
levered end, the bridge can be launched as
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a single-story platform just below the
near-bank seat. This method reduces the
jacking height. It is similar to the method
for launching triple-story bridges with
the underslung bottom story described in
Chapter 8.
LOWERING TO BEARINGS
A crane at each end of the bridge can be used
to lower the girders to the bearings. Jacks can
be used as an expedient, although the 5-foot
(1.5 meters) drop requires several lifts. During
jacking, blocking must be used under the
trusses to take the load in case the jacks fail.
EXPEDIENT DESIGN BRIDGES
Table A-12, Appendix A lists several typical
World War II deck-type panel bridges built in
the European theater of operations (ETO).
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1 4 3
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CHAPTER 13
RAI L WAY B RI DGE S
Panel-bridge equipment can be used as an
expedient for the assembly of railway bridges.
However, use it only in special conditions
because there is much deflection. Spans
longer than 70 feet (21.5 meters) are normally
impractical because a quadruple-double truss
bridge is required (Table 13-1). Usually,
panel-bridge railway bridges are assembled
as single-track bridges.
Panel-bridge equipment has the following
advantages for use as railway bridging
Equipment can be transported in trucks
to the bridge site. This permits bridge
assembly at the same time repairs are
being made on the approach tracks.
Either through- or deck-type bridges can
be assembled.